Fuel injection controller for use in an internal combustion engine

ABSTRACT

A diesel engine has a fuel injection nozzle to which pressurized fuel is supplied from a pump. The nozzle has a pressure sensor detecting the fuel pressure and a lift sensor sensing a lift magnitude of a needle valve. An electronic control unit (ECU) computes a variation ratio of the fuel pressure value which is measured by the pressure sensor. The ECU computes a non-increasing point in an increasing part of variation ratio and judge the point to be a timing for starting the fuel injection of the nozzle. The EPU also computes the actual fuel injection amount in accordance with the fuel injection timing as well as the fuel pressure and the lift amount of the needle valve both at the various points. The EPU control the actual injection amount to be identical to a target fuel injection amount.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates generally to an internal combustionengine, which includes a fuel controller formed with a fuel injectionpump and fuel injection nozzles, etc. More particularly, the inventionrelates to a fuel injection controller, which controls the amount offuel to be injected from the fuel injectors into the internal combustionengine, detects and controls fuel injection timing and which determinesirregular condition of the controller.

2. Description of the Related Art

In general, internal combustion engines having injection devices, as forexample, diesel engines and high pressure gasoline injection typeengines are well known. With such engines, the precise amount of fuel tobe injected and the timing of the fuel injection with respect to theposition of the engine's pistons are crucial facets in, the control ofthe fuel injection system, and most generally are designed to complywith specific target values. Consequently, it is extremely important toknow the exact time for initiating fuel injection and for determiningthe precise amount of fuel to be injected at that time.

For example, with fuel injection pumps in an electronically controlleddiesel engines, fuel in a high pressure chamber is delivered to fuelinjection nozzles by the lift of a plunger, and then is injected intoeach one of the cylinders in the diesel engine. Spill rings and spillvalves, etc, disposed in the fuel injection pump are controlled by adriving actuator, such that the amount of fuel injected into the engineat any time satisfies a target fuel amount set according to the engine'srunning condition at any given time. A high pressure chamber in theplunger communicates to a fuel chamber, in such a way that a part of thefuel in the high pressure chamber is spilled into the fuel chamber. Fromthis it is apparent that the timing of the termination of thepressurized fuel delivery from the pump to the nozzles, and thereby toeach of the engine's cylinders is a crucial concern.

However, the control characteristics of these types of fuel injectionpumps inevitably suffer from the deformation and wearing out of thepump's mechanical parts in addition to changes in the physicalcharacteristics of the fuel. For example, when the cam mechanismresponsible for reciprocating the pump plunger is worn down or worn out,the amount of lift of the plunger travels would decrease thereby causingthe amount of fuel injected through the injector nozzle to exceed thetarget fuel injection amount. Further compounding, this problem would bethe resultant decrease in the urging force of this pump plunger returnspring. A decrease of the spring force, due to a worn cam mechanism,would cause a decrease in the injector nozzle's opening valve pressure,this in turn would result again in an increase in the amount of fuelsupplied to the injector nozzle. Another characteristic problem is dueto changes in the physical characteristics of the fuel due to fueltemperature increases. Consequently, the amount of fuel injected throughthe nozzles as well as the timing of the fuel injection and fuelinjection timing may be controllably changed.

Several technologies have attempted to overcome the above-describeddrawbacks. Japanese Unexamined Patent Publication No. 57-32021 disclosesa fuel injection device that detects the amount of fuel injected into anengine, the described device maintains control over that fuel supplyamount for a period longer than had similar technology. While remainingmarkedly uneffected by deteriorating fuel injection pump componentparts. More particularly, a pressure sensor detects the internalpressure in the plunger barrel. Based on the pear valve of internalpressure detected the fuel injection device computes the actual amountof fuel to be injected. The position of the spill valve is controlled insuch a way that the actual fuel injection amount converges to a targetfuel value.

Japanese Unexamined Patent Publication No. 57-62935 discloses a fuelinjection timing controller for use in a diesel engine. In thiscontroller, a single sensor detects a change in fuel pressure whenpressurized fuel is spilled from injection the pump to the injectionnozzles. The controller controls the fuel injection timing by using asignal detecting an increase in the periodicity of high fuel pressureconditions as a feedback signal to the controller.

Unfortunately neither of the above described devices could maintain anaccurate enough correspondence between the detected data and actual fuelinjector conditions. The valve detected by the pressure sensor of bothdevices for the internal pressure of the fuel injector pumpinconsistently reflected actual changes in the amount of fuel injectedby the fuel injectors. Likewise both devices failed to maintain anaccurate correspondence between the periodicity of changes in the fuelinjector pump pressure with that of actual fuel injector timing.However, in the above-described technologies, as the peak value of theinternal pressure in the plunger which was detected by the pressuresensor, and the signal indicating the increase period of the fuelpressure are referred, the changes in the actual fuel injection amountand actual fuel injection timing do not always reflect on those detecteddata. In order to accurately compute the actual fuel injection amountand actual fuel injection timing, the timing (i.e., fuel injectioninitiating timing) when the fuel injection through the nozzles isinitiated should be accurately detected.

The present invention is proposed to overcome the above-describeddrawbacks. In other words, in the increase stage of the fuel pressure,the present invention is accomplished while the first turning point ofthe increase rate is considered as the fuel injection initiating timing.

SUMMARY OF THE INVENTION

Accordingly, it is a primary objective of the present invention toprovide a fuel injection controller for use in an internal combustionengine with a fuel injection pump and fuel injection nozzles, whichaccurately detects timing conditions under which fuel injection can beinitiated without any significant influence from the effects of fuelinjection component wear, degradation or variances in the tolerance ofthe manufactured injector pump components.

It is a further objective of the invention to accurately control fuelinjection timing, the amount of fuel to be injected by the fuelinjectors, as well as to determine the existence of irregular fuelinjector controller conditions.

To achieve the foregoing and other objects and in accordance with thepurpose of the present invention, a fuel injection controller isprovided for a fuel injection control apparatus for a combustion enginecomprising:

a nozzle for injecting pressurized fuel to the engine when the fuelpressure is in excess of a predetermined value;

a pump for supplying the fuel to the nozzle;

means for detecting a fuel pressure value in a fuel passage between thepump and the nozzle; and

means for controlling the pump operation in accordance with the detectedfuel pressure value, said control means including means for computing avariation ratio of the fuel pressure in accordance with the detectedfuel pressure value, and means for actuating the pump in accordance withthe computed variation ratio.

BRIEF DESCRIPTION OF THE DRAWINGS

The feature of the present invention that are believed to be novel areset forth with particularity in the appended claims. The invention,together objects and advantages thereof, may best be understood byreference to the following description of the presently preferredembodiments together with the accompanying drawings, in which:

FIGS. 1 through 9 describe the first embodiment of a diesel enginesystem with a super charger according to the present invention, inwhich:

FIG. 1 is a schematic view showing a fuel injection timing device of adiesel engine;

FIG. 2 is a cross-sectional view of a distributor type injection pump;

FIG. 3 is a descriptive drawing of a pressure sensor and lift sensorwhich are disposed in a fuel injection nozzle;

FIG. 4 is a block diagram showing an electric construction whichincludes and electronic control unit (ECU);

FIG. 5 is a flowchart showing operations of a sub-routine computing thefirst and second derivatives of the change in fuel pressure at theinitialization of the fuel injection cycle carried out by the ECU;

FIG. 6 is a flowchart showing operations of a fuel injection derivationamount ΔQ operational routine carried out by the ECU;

FIG. 7 is a map showing the correlation of lift coefficient with respectto the magnitude of needle valve;

FIG. 8 is a timing chart describing the timing of fuel injection to beinitiated, the timing for terminating the fuel injection, fuel pressure,first derivative value, and actual amount of fuel injected, which arecomputed at a single fuel injection carried out; and

FIG.9 is a flowchart showing the operations of a first control routinegoverning initiation of fuel injection timing ts carried out by the ECU.

FIGS. 10 through 13 described a second embodiment of a fuel injectioncontrol system of the present invention; in which

FIG. 10 is a flowchart showing operations of a sub-routine which arecarried out by the ECU;

FIG. 11 is a flowchart showing operations of the fueling initiating timepress routine, i.e. the initial timing and pressure values upon initialfuel injection, carried out by the ECU;

FIG. 12 is a flowchart showing the operations of a second controlroutine carried out by the ECU governing the amount of fuel to beinjected by the injector; and

FIG. 13 is a timing chart describing the timing of fuel injection to beinitiated, the timing for terminating the fuel injection, fuel pressure,first derivative value, actual amount of fuel injected, and operationsof electromagnetic spill valve.

FIGS. 14 through 16 describe the third embodiment of the diesel enginesystem with the super charger according to the present invention; inwhich

FIG. 14 is a flowchart showing operations of a sub-routine carried outby the ECU to monitor deviations in the amounts of fuel injected;

FIG. 15 is a flowchart of a Δθ operational routine which are carried outECU; and

FIG. 16 is a flowchart showing operations of a control routine governingfuel injection timing carried out by the ECU.

FIGS. 17 through 20 describe the fourth embodiment of a fuel injectioncontrol system of the present invention; in which

FIG. 17 is a flowchart showing operations of another sub-routine tomonitor deviations in the amounts of fuel injected;

FIG. 18 is a timing chart describing the timing of fuel injection to beinitiated, the timing for terminating the fuel injection, fuel pressure,and operations of a first derivative value;

FIG. 19 is a flowchart showing the operations of a control routinegoverning the amount of fuel injector initiating pressure for injection,by the fuel injector carried out by the ECU; and

FIG. 20 is a graph illustrating the operational region of fuel injectedamount according to the correlation between the engine speed and theprevious target amount of fuel injection.

FIGS. 21 through 25 describe the fifth embodiment of a fuel injectioncontrol system of the present invention; in which

FIG. 21 is a schematic view showing a fuel injection timing device ofthe diesel engine;

FIG. 22 is a flowchart showing operations of a sub-routine for samplingfuel pressure and internal pressure in the high pressure chamber carriedout by the ECU;

FIG. 23 is flowchart showing operations of a Pcr operational routine,which are carried out by the ECU;

FIG. 24 is a timing chart describing pressure the high pressurechamber's pressure as well as its rate of change, i.e. its firstderivative value; and

FIG. 25 is a flowchart showing operations of a control routine governingthe amount of fuel for injection, which are carried out by the ECU.

FIGS. 26 through 28 describe the sixth embodiment of a fuel injectioncontrol system of the present invention; in which

FIG. 26 is a schematic view showing a fuel injection timing device ofthe diesel engine;

FIG. 27 is a flowchart showing operations of a control routine for theamount of fuel for injection, which are carried out by the ECU; andcalculating a bulk fuel modulus of elasticity to set the valance of fuelamount previously injected; and

FIG. 28 is a graph explaining the relationship between the change in thefuel amount and the fuel temperature with respect to the modulus ofelasticity.

FIGS. 29 through 32 describes a further embodiment of the invention withreference to the fourth and sixth embodiments.

FIG. 29 is a graph explaining the relationship between the amount offuel remaining in the fuel pump and nozzle after a fuel deviation ofremaining fuel amount with respect to the pressure deviation of theopening fuel injector nozzle;

FIG. 30 is a graph explaining the relationship between the fueltemperature and a coefficient used in determining fuel injection timingused for purposes of computing the actual fuel remaining valve Qre in afashion similar to that performed on Qre in the sixth embodiment;

FIG. 31 is a graph explaining the relationship between the amount offuel remaining after each injection cycle, and the standard amount ofpressure for opening the valve of the fuel injector nozzle;

FIG. 32 is a graph explaining the relationship between the change in theamount of fuel remaining in the fuel system according to a predeterminedcoefficient of the fuel temperature;

FIG. 33 is a flowchart showing the operations of a control routinegoverning the amount of fuel to be injected into the fuel injectoraccording to a seventh embodiment;

FIG. 34 is a flowchart of the eighth embodiment showing the operationsof a control involving engine speed and the opening angle of anaccelerator valve values to control the amount of fuel injected by thefuel injectors;

FIG. 35 describes the relationship between the opening fuel injectorvalve pressure ΔP and a target value for fuel injection timing forpurpose of explaining the control routine of the seventh embodiment;

FIGS. 36 through 40 describe a ninth embodiment of the fuel injectioncontrol system of the present invention; in which

FIG. 36 a schematic view showing a fuel injection timing device of thediesel engine having no fuel pressure sensors deposed in the fuelinjector nozzle;

FIG. 37 is a flowchart showing operations of environmental coefficiencyoperational routine in a fuel system, which are carried by the ECU;

FIG. 38 is a timing chart showing the fuel pressure at a single fuelinjection and operations of a first derivative value;

FIG. 39 is a flowchart showing operations of a control routine for theamount of fuel for injection, which are carried out by the ECU; and

FIG. 40 is a flowchart showing operations of a fuel injection timingcontrol routine, which are carried out by the ECU.

FIGS. 41 through 44 describe tenth embodiment of the diesel enginesystem with the super charger according to the present invention; inwhich

FIG. 41 is a flowchart showing operations of Pe operational routine,which are carried out by the ECU;

FIG. 42 is a similar flowchart showing operations of Pe operationalroutine;

FIG. 43 is a timing chart describing the initial and terminating timeand pressure as well as the first derivative of the fuel precess for theinjection cycle; and

FIG. 44 is a flowchart showing the operations of a control routinegoverning the amount of fuel to be injected by the fuel injection.

FIGS. 45 through 49 describe an eleventh embodiment of a fuel injectioncontrol system according to the present invention; in which

FIG. 45 is a schematic view showing the diesel engine, as well as thefuel injection pump and associated fuel injection control elements;

FIG. 46 is a flowchart showing the operations of a control routinegoverning the amount of fuel to be injected into the fuel injector;

FIG. 47 is a flowchart showing operations of diagnostic routine forindicating control malfunctions;

FIG. 48 is a graph illustrating the deviation of a time delaycoefficient used in computing the termination of fuel injection cycle;and

FIG. 49 is a timing chart describing operations of the fuel pressurecomputed for a single fuel injection cycle, the on or off state of theelectromagnetic spill valve, and the correlation between the preset timefor terminating the fuel injection and actual time for the fueltermination.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

The first through eleventh embodiments of an electronic fuel injectedcontrolled diesel engine mounted in a vehicle according to the presentinvention will now be described. The fundamental mechanical andelectrical concepts of a fuel injection control device including a fuelinjection pump and fuel injection nozzles according to the presentinvention will be primarily described in the first embodiment. Thesecond through eleventh embodiment will mainly describe variations ofthe present invention with respect to the first embodiment.

FIRST EMBODIMENT

FIG. 1 shows a schematic view of a diesel engine system with supercharger for increased air-fuel charged engine intake capacity. FIG. 2shows an enlarged view of a distributor type injection pump 1. Theinjection pump 1 includes a drive pulley 2. The drive pulley 2 isoperably connected with a crank shaft 40 of a diesel engine 3, via abelt. The drive pulley 2 is rotatably driven by means of crank shaft 40such that the injection pump 1 is also driven. By this rotationalmotion, pressurized fuel is delivered to fuel injection nozzles 4disposed in cylinders (in this embodiment, four cylinders are provided)of the engine 3, respectively.

In this embodiment, the injection nozzle 4 contains an automatic valve,which includes a needle valve and a spring for controlling the openingpressure of the valve. When fuel pressure P exceeds a predeterminedlevel, the injection nozzle 4 opens allowing pressurized fuel to bedelivered from fuel pump 1 into engine 3 through an associate fuelinjector nozzle 4.

The fuel pump 1 of FIGS. 1 and 2 includes a drive shaft 5 having on adistal portion drive pulley 2. A fuel feed pump which is formed with avane type pump 6 (only 90 degrees rotated in this drawing) is disposedmidway along drive shaft 5. A disc shaped pulsar 7 is mounted on theproximal portion of drive shaft 5. Notches are equiangularly formed onthe circumference of the pulsar 7, and the number of the notches isequal to the number of cylinders in the engine 3. In other words, inthis embodiment, the notches are disposed at four different places(i.e., total eight notches). Fourteen protrusions are equiangularlyformed between adjacent notches (i.e., total fifty six protrusions). Theproximal end of drive shaft 5 is connected to a cam plate 8 by means ofa coupling (not shown).

A roller ring 9 is disposed between the pulsar 7 and cam plate 8. Aplurality of cam rollers 10 are coupled to roller ring 9 and aredisposed in a circumference manner opposite cam faces 8a of the camplate 8. The number of the cam faces 8a is equal to the number of thecylinders in the engine 3. The cam plate 8 is urgingly engaged with thecam roller 10 by means of a spring 11.

The proximal end of a plunger 12 for pressurizing the fuel is coupled tothe cam plate 8. Cam plate 8 together with plunger 12 are integrallyrotated with respect to the rotation of shaft 5. In other words,rotational force of the shaft 5 is transmitted to the cam plate 8, via acam spring 11. Therefore, the transmission of the force causes the camplate 8 to engage with the cam roller 10 and rotate therewith.Consequently, the cam plate 8 is horizontally (i.e., alongright-and-left direction in the drawing) reciprocated by the number oftimes of which are governed by the number of engine cylinders while theplate 8 is rotating. Plunger 12 is also reciprocated along the samedirection with the cam plate 8 at the same time the plunger 12 isrotating. More specifically, plunger 12 is moved forward (i.e., lifted)to a degree depending on an amount by which cam faces 8a overlap camroller 10 of the roller ring 9. Conversely, the plunger 12 is movedrearward (i.e., dropped) to a degree depending on the amount by whichcam faces 8a overlaps the cam roller 10.

A plurality of cylinders 14 are formed in a pump housing 13. Theplungers 12 are inserted into the cylinders, respectively. High pressurechambers 15 are defined between the distal surfaces of the plungers 12and the bottom surfaces of the cylinders 14, respectively. Suctiongrooves 16 and distributor ports 17 are formed around the circumferenceof the plunger 12 at the distal side with the numbers of grooves 16 andports 17 being equal to the number of the engine cylinders. Further, thehousing 13 includes distributor passages 18 and suction ports 19 whichcorrespond to the suction grooves 16 and distributor ports 17,respectively.

According to the pump housing 13 of this embodiment, delivery valves 36in FIG. 2 formed with constant pressure valves (CPV) are disposed atopenings of the distributor passages 18, respectively. The deliveryvalve 36 prevents the pressurized fuel delivered from the distributepassage 18 from flowing in a reverse direction back into passage 18.Further, the delivery valve 36 opens when the fuel pressure P exceedsthe predetermined level allow fuel to be pumped from the fuel pump 1 tothe injector nozzle 4.

Fuel is introduced into a fuel chamber 21 from a fuel tank (not shown)through a fuel feeding port 20, as the fuel feed pump 6 is driven by therotational motion of the shaft 5. When the plunger 12 is reversely movedin a suction stroke causing the pressure in the high pressure chamber 15to be reduced, one of the suction grooves 16 will be in alignment withsuction port 19. As a result of the reverse movement of plunger 12, fuelis fed into the high pressure chamber 15 from the fuel chamber 21. Onthe other hand, when the plunger 12 is moved forward, that is, thecompression stroke which causes the pressure in the high pressurechamber 15 to be increased, the pressurized fuel is fed into the fuelinjection nozzles 4 of cylinders from the distribute passages throughdistribute passage 18 and delivery valve 36 and fuel passages 4a.

In the pump housing 13, a spill passage 22 for spilling the fuel isformed between the high pressure chamber 15 and fuel chamber 21. Anelectromagnetic spill valve 23 is disposed midway along the spillpassage 22. Spill valve 23 is opened or closed for controlling the spillamount of fuel from the high pressure chamber 15. The electromagneticvalve 23 is a type that is normally opened. In the condition when coil24 is not energized (i.e., off condition), spill passage 22 is opened bymeans of a valve member 25 and fuel in the high pressure chamber 15 isspilled to the fuel chamber 21. Conversely, as coil 24 is energized(i.e., on condition), spill passage 22 is closed by means of the valvemember 25. The spilling of fuel from the high pressure chamber 15 to thefuel chamber 21 is cut off.

Therefore, as the electromagnetic valve 23 is controlled to switchbetween an on or off condition, i.e., being energized or de-energized,the fuel spill from the high pressure chamber 15 to the fuel chamber 21is adjusted by opening or closing spill valve 23. When the spill valve23 is opened while plunger 12 is in a compression stroke, fuel in thehigh pressure chamber 15 is effectively de-pressurized, such that anyfuel injection from the fuel injection nozzle 4 is suspended. That is tosay, when the plunger 12 moves forward at a time when spill valve 23 isopened, fuel pressure in the high pressure chamber 15 will not increase,preventing fuel injection from being injected through the nozzle 4. At atime when plunger 12 moves forward, control valve 23 is openlycontrolled thereby allowing for adjustment to made to termination timingof the fuel injection through the nozzle 4. In this way, the timing andthe amount of the fuel to be injected into the cylinders is adjustablycontrolled.

A timing device 26 (shown in FIGS. 1 and 2 rotated by 90 degrees)controls fuel injection timing by either advancing or retarding camrollers 10 against cam face 8a, thereby adjustably controlling thereciprocal movement of plunger 12. That is, cam rollers 10 adjustablyengage cam face 8a by means of changing the rotational position ofroller ring 9 with respect to the rotational direction of drive shaft 5.This is accomplished by selectively controlling. The advancement orretarding of slide pin 32 controlled by timing device 26.

The timing device 26 is driven by the controlled oil pressure, andincludes a timing housing 27 and a timing piston 28 disposed in thehousing 27. A low pressure chamber 29 and compression chamber 30 aredefined by both sides of the timing piston 28 within the housing 27. Inthe low pressure chamber 29, a timing spring 31 is provided to urgetiming piston 28 against the compression chamber 30. Timing piston 28 isalso connected with the roller ring 9, via a slide pin 32.

Feed pump 6 supplies pressurized fuel to the compression chamber 30. Theposition of the timing piston 28 is set according to the relation ofbalancing between the fuel pressure in compression chamber 30 and theurging force of the timer spring 31. The position of the roller ring 9is set in response to the setting position of the timing piston 28. Thisallows a reciprocal timing of the plunger 12 to be set.

The resent embodiment utilized the fuel pressure in fuel injection pump1 as the control oil pressure for the timing device 26. To adjust thefuel pressure, the timing device includes a timing control valve (TCV)33. Specifically, a communicating passage 34 is disposed between thecompression chamber 30 and low pressure chamber 29 in the housing 27.The TCV 33, disposed midway along passage 34, is an electromagneticvalve which is opened or closed using a signal modulation signal. As theTCV 33 is opened or closed, the fuel pressure in the compression chamber30 is thereby adjusted. Likewise as the fuel pressure is adjusted, thereciprocating timing of the plunger 12 is controlled allowing forcontrol in the fuel injection timing.

An engine speed sensor 35 formed using an electromagnetic pick-up coilis provided on the upper portion of the roller ring 9 opposite thecircumference of the pulser 7. Sensor 35 outputs pulse signals forindicating the rotation of pulser 7. These signals generated when theprotrusions in pulser 7 rotates past the electromagnetic pick-up sensor35. In effect, the sensor 35 outputs engine revolution pulse signals atthe predetermined crank angle intervals as reference signalscorresponding to a predetermined crank angle indicated by the associatednotches in the pulser 7. Beside providing for output of enginerevolution pulse signals for computing an engine speed NE, sensor 35being integrally formed with the roller ring 9, additionally providesreference signal that effectively function as reference signals fordetecting fuel injection timing due to the reciprocal motion of theplunger 12.

The diesel engine 3 will now be described. As shown in FIG. 1, thediesel engine 3 includes primary combustion chambers 44 which aredefined by cylinder bores 41, pistons 42 and cylinder heads 43 forcorresponding cylinders, respectively -- precombustion chambers 45 areformed in the cylinder heads 43, which communicate to the primarycombustion chambers 44, respectively. The fuel is injected into theprecombustion chambers 45 through the fuel injection nozzles 4. Further,it is well known to use grow plugs 46 to warm the air in precombustionchamber as an aid in starting diesel engine 3 under cold condition.

According to the present invention, as shown in FIGS. 1 and 3, aredisposed in the nozzles 4. Furthermore, lift sensors 48 are alsodisposed in the nozzles 4. When pressure sensor 47 detects the pressureof fuel (i.e., fuel pressure P) delivered from the fuel pump 47 to eachone of the nozzles 4, pressure sensor 47 outputs a signal correspondingto the magnitude of the detected value. When lift sensor 48 detects thelifted amount L of the fuel injector's needle valve, which correspondsto the cross sectional area of the opened nozzle 4, lift sensor 48outputs a signal corresponding to the magnitude of the detected value.

Conventional components of diesel engine 3 include a suction passage 49and exhaust passage 50 which communicate with each of the enginecylinders. A compressor 52 and turbocharger 51 forming a superchargerare positioned along suction passage 49. Turbines 53 of turbocharger 51are disposed along the exhaust passage 50 while a waste gate valve 50 isdisposed along the exhaust passage 50. It is a well known fact that theturbines 53 are rotated by the energy in the exhaust gas in theturbocharger 51. When compressor 52 which is coaxially disposed with theturbocharger is rotated, pressure in the sucked air is increased. As thepressure is increased, the high density air is fed into the primarycombustion chambers 44. The result of the supercharger use is the largeamounts of fuel injected through the precombustion chambers 45 can beburnt allowing for the output power from the engine 3 to be increased.As the waste gate valve 54 is opened or closed, increasing pressurelevel of air sucked in the turbo charger 51 is adjusted.

An exhaust gas recirculation valve passage (EGR passage) 56 is disposedbetween the suction passage 49 and exhaust passage 50. A portion of theexhaust gas from the exhaust passage 50 is recirculated to the vicinityof suction port 55 in the suction passage 49 through the EGR passage 56.An EGR valve 57 is disposed along the EGR passage 56 and controls theamount of exhaust gas (EGR amount) to be recirculated. An electricvacuum regulating valve (EVRV) 58 is disposed between ERG valve 57 andan electronic unit (ECU) 71 for opening or closing the EGR valve 57. TheEGR valve 58 is opened or closed by controlling the opening angle of theEVRV 58. Through this opening or closing operation, the EGR amount whichis introduced from the exhaust passage 50 to suction passage 49 throughEGR passage 56 is adjusted. A throttle valve 59 is disposed along thesuction passage 49, and is manipulated to be opened or closed accordingto the thrust amount of accelerator pedal 60. A bypass passage 61 isdisposed in the suction passage 49 in parallel with throttle valve 60. Abypass throttle valve 62 is disposed in the passage 61. A two stagediaphragm chamber type actuator 63 is provided for controlling openingor closing of the throttle valve 62. Two vacuum switching valves (VSV)64 and 65 are provided for driving the actuator 63. The VSV's arecontrolled to switch their positions between on and off, so as to enableopening or closing throttle valve 62. For example, under idlingconditions, bypass throttle valve 62 is half way opened to reduce thenoise and vibration when the engine is running under the idlingcondition. Under the normal driving condition, valve 62 is completelyopened. When the engine is to be stopped, the valve 62 is completelyclosed in order to effect a smooth engine termination.

The above-described electromagnetic spill valve 23, TCV 33, grow plugs46, EVRV 58 and VSV's 64, 65 are electrically mutually connected with anelectronic control unit (hereinafter referred to as ECU) 71. The drivetiming for those components 23, 33, 46, 58, 64, and 65 are controlled bymeans of the ECU 71, respectively.

To detect the running condition of the diesel engine 3, numerous sensorsdescribing hereinafter in addition to the engine speed sensor 35 areused.

A suction air temperature sensor 72 disposed in the vicinity of an aircleaner 66 and the opening of the suction passage 49 is designed todetect the temperature of the air sucked from outside engine 3(hereinafter referred to as air temperature THA) and output a signalaccording to the amount of detected value. An accelerator sensor 73 isdisposed in the vicinity of the throttle valve 59 and detects theopening angle ACCP of the accelerator by outputing a signal to the ECUoutputing a signal to the ECU corresponding to the relative open orclosed position of throttle valve 59. A suction air pressure sensor 74is disposed in the vicinity of the suction port 55 for detecting thepressure of air sucked in (i.e., supercharged pressure PiM) by theturbocharger 51, and outputs a signal to ECU 71 corresponding to theamount of detected value. Further, a coolant temperature sensor 75 isprovided for detecting the temperature of coolant (i.e., coolanttemperature THW) of the engine 3, and outputs a signal to ECU 71corresponding to the amount of detected value. A crank angle sensor 76is provided for detecting a rotational reference position of crank shaft40 (i.e., rotational position of shaft 40 with respect to the top deadcenter of the specific cylinder), and outputs a signal to ECU 71corresponding to the amount of detected value. Furthermore, a vehiclespeed sensor 77 is provided in a transmission (not shown) for detectingvehicle speed SPD. The speed sensor 77 includes magnets 77a which arerotated by the drive shaft of transmission. The magnets 77a cause a leadswitch 77b to be periodically activated and output pulsed signalscorresponding to the vehicle speed SPD.

The ECU 71 connects with the above-described sensors 72 through 77, theengine speed sensor 35, pressure sensor 47 and lift sensor 48,respectively. The ECU 71 preferably controls the electromagnetic spillvalve 23, TCV 33, grow plugs 46, EVRV 58 and VSV's 64, 65 based on theoutput signals from the sensors 35, 47, 48 and 72 through 77.

The construction of the ECU 71 will now be described referring to ablock diagram in FIG. 4. The ECU 71 includes a central processing unit(CPU) 81, read only memory (ROM) 82 for storing preprogrammed controlprograms and computational relationship, etc., random access memory(RAM) 83 for temporarily storing the operational results, and backup RAM84 for safeguarding the stored data. The ECU 71 is formed as a logicaloperation circuit with the above-described components 81 through 84,input port 85 and output port 86 which are mutually connected, via buses87.

ECU input port 85 connects with the suction air temperature sensor 72,accelerate sensor 73, suction air pressure sensor 74, coolanttemperature sensor 75, pressure sensor 47 and lift sensor 48, viabuffers 88 through 93, multiplexer 94 and analog/digital converter (A/Dconverter) 95. The engine speed sensor 35, crank angle sensor 76 andvehicle speed sensor 77 are connected to the input port 85, by means ofa wave form shaping circuit 96. The CPU 81 inputs or loads signals asinput values output from the sensors 35, 47, 48 and 72 through 77, viathe input port 85, respectively. The electromagnetic spill valve 23, TCV33, grow plugs 46, EVRV 58 and VSV's 64, 65 are connected to the outputport 86, via drive circuits 97 through 102, respectively. The CPU 81preferably controls spill valve 23, TCV 33, glow plugs 46, EVRV 58 andVSV's 64 and 65 based on the read input values from the sensors 35, 47,48, and 72 through 77, respectively. CPU 81 further provides ECU 71 witha timing function as is typical for CPU. The glow plug 46, pressuresensor 47 and lift sensor 48 are provided with each of the cylinders indiesel engine 3. To simplify the explanation, only one set of those isshown in the block diagram of FIG. 4.

The operations for controlling the amount of fuel for injection whichare carried out by the ECU 71 will now be described in detail referringto FIGS. 5 through 9.

FIG. 5 shows an operational flowchart of a sub-routine which is carriedout by ECU 71 during every timing cycle ti initiated by the timingfunction of the CPU 81. When this sub-routine is initiated, the ECU 71samples a fuel pressure P and lift amount L of needle valve according tothe signals from pressure sensor 47 and lift sensor 48, respectively, atstep 110. The ECU 71 next computes the fuel pressure Pi using an initialtime value ti at step 120. The ECU 71 then computes a lift amount Li ofneedle valve using timing value ti at step 130.

ECU 71 next computes an first derivative value (dPi/dti) as a changingrate of fuel pressure Pi at timing value ti at step 140.

Following this, ECU 71 computes a second derivative value (d² Pi/dti²)as a changing rate of fuel pressure Pi at timing value ti at step 150.The ECU 71 next stores the fuel pressure Pi, lift amount Li of needlevalve, first derivative value (Dpi/dti) and second derivative value (d²Pi/dti²) as operational data in the RAM 83 at step 150. Finally ECU 71terminates this routine.

According to the operations of the above-described sub-routine, as everysingle fuel injection cycle is carried out, the fuel pressure Pi, liftamount Li of needle valve, first derivative value (dPi/dti) and secondderivative value (d² Pi/dti²) corresponding to each timing cycle valueti are sequentially stored as operational data in the RAM 83.

FIG. 6 shows a flowchart another operational routine carried out by ECU71 for computing a fuel injection deviation value ΔQ which controls theamount of fuel supplied to fuel injector 4. This routine is periodicallycarried out by predetermined intervals.

At the initiation of this routine, ECU 71 first reads the fuel pressurePi corresponding to a time at ti, its first derivative value (dPi/dti),and the fuel pressure P(i-1) corresponding to the previous time t(i-1)which are stored in the RAM 83, respectively at step 201.

The ECU 71 next determined whether or not the fuel pressure Picorresponding to timing ti is larger than the fuel pressure P(i-1) at atime corresponding to t(i-1) at step 202. When the fuel pressure Pi isnot larger than the previous fuel pressure P(i-1), ECU 71 determines thefuel pressure P is not increasing, and repeats the operations of steps201 and 202. When the fuel pressure Pi is larger than the previous fuelpressure P(i-1) at step 202, ECU 71 determines the fuel pressure P iscurrently increasing, and carries out the operation of step 203.

The ECU 71 at step 203 determines whether or not a predeterminedreference time T1 has elapsed since the first derivative value (dPi/dti)exceeded the predetermined threshold value d1. Upon determining that thepredetermined reference time T1 did not elapse since the firstderivative value (dPi/dti) exceeded the threshold value d1, ECU 71repeatedly carries out the operations of steps 201 through 203. Upondetermining that predetermined reference time T1 did elapse since thefirst derivative value (dPi/dti) exceeded the threshold value d1, ECU 71at step 204 determines the fuel pressure P is increasing and approachinga point when fuel injection will be initialized.

The ECU 71 next reads the first derivative value (dPi/dti) and secondderivative value (d² Pi/dti²) of the fuel pressure Pi corresponding totiming ti which are stored in the RAM 83 at step 204. The ECU 71 thendetermines whether or not the read second derivative value (d² Pi/dti²)is smaller than the reference value α at step 205. When the secondderivative value (d² Pi/dti²) is larger than reference value α, ECU 71determines the changing rate of fuel pressure Pi has not significantlydropped, and repeats the operations of steps 204 and 205. When thesecond derivative value (d² Pi/dti²) is smaller than the reference valueα, the ECU 71 determines the changing rate has significantly droppedduring a time when fuel pressure P has increased, and carries out theoperation of step 206.

The ECU 71 at step 206 determines whether or not the predeterminedreference time T2 has elapsed since a time when the first derivativevalue (dPi/dti) dropped below a predetermined threshold value d2. If thepredetermined reference time T2 has not elapsed since the firstderivative value (dPi/dti) fell below the predetermined threshold valued2, ECU 71 determines that the change in the first derivative value(dPi/dti) does not call for an initiation of a new fuel injection cycle,and repeats the operations at steps 204 through 206. When thepredetermined reference time T2 has elapsed since the first derivativevalue (dpi/dti) fell below the predetermined threshold value d2 at step206, the ECU 71 then determines that the change in the first derivativevalue (dpi/dti) is requires initiation of a new fuel injectionoriginated in cycle.

The ECU 71 refers to operational data timing value ti stored in the RAM83 for timing value ti when the derivative value (dPi/dti) is "0". (step207)

ECU 71 sets the timing value ti as a fuel injection initiation time tsinterval while at step 208, ECU71 sets the fuel pressure Pi at timing tias the fuel injection initiating pressure Ps.

The ECU 71 sequentially reads the fuel pressure Pi at each timinginterval ti after determining the fuel injection initiating time ts atstep 209. Then at step 210 the ECU 71 determines whether or not thevalue for the fuel pressure Pi is smaller or equal to the value for thefuel injection termination pressure Ph corresponding to thepredetermined fuel pressure P for the fuel injection termination time.When the fuel pressure Pi is greater than the fuel injection terminationpressure Ph, the ECU 71 repeatedly carries out the operations at steps209 and 210. On the other hand, when the fuel pressure Pi is less thanor equal to the fuel injection termination pressure Ph, ECU 71 cariesout the next operation. At step 211, ECU 71 sets the values for timinginterval ti and the fuel pressure Pi after the fuel injection initiatingtime ts becomes equal to the fuel injection terminating pressure Ph at afuel injection terminating time te.

The ECU 71 reads the operational data corresponding to each timinginterval ti during a period between the fuel injection initiating timets and fuel injection terminating time te at step 212. The ECU 71 nextat step 213 computes each of lift coefficiency KLi corresponding to thecross-sectional area of opened nozzle 4 based on the corresponding thelift amount of needle valve during the period between the fuel injectioninitiating time ts and fuel injection terminating time te (step 213).The computation for the lift coefficiency KLi is illustrated by thegraph of FIG. 7 which indicates the correlation between the lift amountL of needle valve L and lift coefficiency KL.

Referring to FIG. 7, the ECU 71 next at step 214 computes an amount offuel for injection Qi (i.e., amount of fuel for injection at timing ti)according to the corresponding lift coefficiency KLi and fuel pressurePi during the period between the fuel injection initiating time ts andthe fuel injection terminating time te. The amount of fuel for injectionQi can be obtained through the following equation. ##EQU1##

ECU 71 then at step 215 computes an actual amount of injected fuel Qrcorresponding to the total amount of fuel injected fuel injector 4summing the value of fuel amount Qi of injected fuel at each timing tiduring the period between the fuel injection initiating time ts and thefuel injection terminating time te. In other words, the ECU 71 computesan integral value of each amount Qi of injected fuel during this period.

Next at step 216, ECU 71 reads the target amount of fuel for injectionQo which was utilized in the last fuel injection amount control routinefor carrying out the fuel injection operation, which will now bedescribed.

The ECU 71 subtracts the actual amount of fuel Qr computed this timefrom the previous target amount Qo fuel for injection Qo. The result isset as a fuel injection deviation value ΔQ at step 217 and thenterminates ΔQ routine.

Accordingly, during the ΔQ routine, ECU 71 computes the fuel injectioninitiating time ts and fuel injection initiating pressure Ps every timea single fuel injection operation is carried out. The actual amount Qr ffuel is computed based on data computed during the routine. Thedifference between the previous target amount of fuel Qo and the actualamount of fuel Qr is used as data to derive fuel injection deviationvalue ΔQ which itself is utilized to compensate the amount of fuel forinjection for the following cycle. Those values are stored in the RAM83.

Operations relating to a fuel injection initiating time ts, fuelinjection terminating time te, fuel pressures P, first derivative value(dPi/dti) and actual amount Qr of fuel are computed using the ΔQoperational routine every time a fuel injection cycle is carried out.These operations will now be described referring to the timing chart ofFIG. 8.

At the moment when a fuel injection cycle is initiated, the plunger 12of the fuel injection pump 1 starts moving forward forcing fuel intohigh pressure chamber is. The change in fuel pressure over time isillustrated in FIG. 8(a). From a time t1 to t2, the fuel pressureincreases linearly. As the plunger 12 moves further forward, the fuelpressure P gradually increases. At the same time, the first derivativevalue (dP/dt) of fuel pressure P is indicated in the graph of FIG. 8(b).Assume the reference time T1 has elapsed since the first derivativevalue (dP/dt) exceeded the threshold value d1 in the plus side justafter the timing t1, the ECU 71 determines now is time when the fuelpressure P is in the increasing stage for initiating the fuel injection.

At time t2, there is a marked negative change in the rate of fuelpressure increase and consequently the first derivative value (dP/dt)undergoes a sharp drop. As the reference time T2 has elapsed since thefirst derivative value (dP/dt) dropped below the threshold value d2 inthe negative side just after the timing t2, the ECU 71 determines thechange rate of fuel pressure P is definitely dropped which is originatedin the initiation of fuel injection. The ECU 71 refers to the timing t2when the first derivative value (dP/dt) becomes "0" as the ECU 71 isgoing back from the this determination time. The timing t2 is thenobtained as a fuel injection initiating time ts. The fuel pressure attiming t2 is obtained as a fuel injection initiating pressure Ps. Inother words, as shown in FIG. 8(a), the fuel injection initiating timets corresponding to a turning point A where the increasing rate of fuelpressure P becomes first time from the positive to negative value, and afuel injection initiating pressure Ps at that time.

When the fuel injection cycle has begun from timing point t2, fuelpressure P and first derivative value (dPi/dti) will change as shown inFIGS. 8(a) and (b). When the fuel pressure P reaches the fuel injectionterminating pressure Ph at time t3, the ECU 71 sets the timing t3 as afuel injection terminating time te. Therefore, the period between thefuel injection initiating time ts and fuel injection terminating time teis considered as a period when the actual fuel injection is carried out.FIG. 8(c) shows the change in the actual amount of fuel injected Qrduring the injection period. The actual amount of fuel injected Qr isobtained by summing the amount of injected fuel Qi at each timinginterval ti during the period between ts and te. The fuel injectiondeviation ΔQ is computed by taking the difference between the actualamount of fuel injected Qr and the fuel injected Qr and the targetamount of fuel to be injected Qo.

According to this embodiment, the computed fuel injection deviationvalue ΔQ is used by ECU 71 to monitor and compensate the ongoing controlof the amount of fuel be injected into engines. FIG. 9 is a flowchart offuel injection amount control routine which utilizes the deviation ΔQ,that is carried out by the ECU 71. This routine is periodicallyperformed at predetermined time intervals.

When the ECU 71 initiates the operations of this routine at step 310,ECU 71 reads an engine speed NE and accelerator opening angle ACCP fromthe sensors 35, 73, respectively. Further, ECU 71 reads the fuelinjection deviation ΔQ which was obtained through the ΔQ operationalroutine.

The ECU 71 at step 320 computes a reference amount of fuel for injectionQb which corresponds to the current driving condition, based on thecollected engine speed data NE and the accelerator's opening angle ACCP.

Next at step 330, ECU 71 computes a target amount of fuel for injectionQ for this fuel injection cycle, based on the reference amount Qb andthe deviation value ΔQ. According to the present embodiment, fuelinjection deviation value ΔQ is added to the reference amount Qb of fuelinjection, to derive a target value for the amount of fuel Q to beinjected. This derivation make use of only the latest fuel injectiondeviation value ΔQ detected during the last fuel injection cycle inorder that a current value of ΔQ is added to the reference amount offuel Qb for fuel injection. Possibly, a simple mean value derived fromthe plurality of fuel injection deviation values ΔQ obtained in the pastand the latest fuel injection deviation value ΔQ could likewise be addedto the reference amount Qb. Further the present embodiment envisages thefuel injection deviation value ΔQ determined from the learned valueswhich are based on the data of actually utilized inidvidual fuelinjection deviation values ΔQ for computing the target amount Q of fuelfor injection in the past can be added to the reference amount Qb offuel for injection.

The ECU 71 carries out the fuel injection based on the target amount offuel to be injected Q at step 340. In so doing ECU 71 controls thepressurized fuel fed into the fuel injection nozzles 4 from the fuelinjection pump 1 by controlling the electromagnetic spill valve based onthe target amount Q.

The ECU 71 next at step 350 sets the target amount of fuel to beinjected Q as the previous target fuel amount Qo of fuel, and terminatesthis routine.

As described above, according to the fuel injection amount control ofthis embodiment, every time the fuel injection cycle is initiated, theactual amount of fuel to be injected Qr is computed according to thefuel pressure P at the associated fuel injection nozzles 4 and to theamount of lift L of the fuel injection's needle valve. The fuelinjection deviation value ΔQ is derived from the difference between theactual amount of fuel for injection Qr and target fuel amount of fuel tobe injected Qo. The fuel injection cycle is next carried out based onboth the new target fuel amount Q of fuel together with the fuelinjection deviation value ΔQ. That is, the fuel injection control iscarried out such that the actual amount of fuel injected Qr converges tothe target fuel amount of fuel to be injected Q.

In view of the invention of this embodiment, despite having conditionswhere component part of the fuel injection pump 1 deform are deformedeither from long use, or from variances in manufacturing tolerances, oreven despite having varying qualities or temperatures of fuel, ECUcontrols the actual amount of fuel for injection Qr to converge to thetarget fuel amount of Q every time the fuel injection cycle is carriedout. As a result, the fuel injection amount is controlled control with ahigh degree of accuracy that can be steadily achieved for a longerperiod of time than has prior control derives of this kind.

The effect of this is that even when the lift amount of plunger 12 iseffected by a change due to the wear of the cam plate 8 and roller ring9 in the fuel pump 1, or when the predetermined open pressure of nozzle4 is dropped or even when the fuel temperature rises in pump 1, theamount of fuel to be injected through the nozzles 4 will not beincreased. Fuel injection control is achieved with a high degree ofaccuracy that can be adjusted according to the driving condition at anyparticular time. As a result, smoke generation from the engine 3 issignificantly reduced, and dispersion in the exhaust gas is easilyregulated and fuel efficiency can be achieved with great success.

In the current embodiment determining both the fuel injection initiationtime and an accurate value for the actual amount of fuel injected Qr isaccomplished using sensory input from various sources. Fuel pressure Pis detected by the pressure sensors 47 disposed in the fuel injectionnozzles 4. The rate of change in the increasing fuel pressure, which isto say its first derivative value, is computed as is the direction andtime of its positive or negative swings. For example FIG. 8(b) shows thetime when the first derivative value (dP/dt) has an initial change frompositive to negative. This swing corresponds to a momentary drop of fuelpressure P due to the initiation of fuel injection. It is at this time,at point A on the graph, where the fuel pressure P is momentarydecreased during a period of generally increasing values. Fuel injectioninitiating time is thereby set at time a based on the change of fuelpressure and change of the first derivative value (dPi/dti).

As a result, in the diesel engine 3 with the fuel injection pump 1 andfuel injection nozzles 4, the fuel injection initiating time can beaccurately computed when the fuel injection is carried out in comparisonto the conventional technology, without influence from deformation ofmechanic parts due to long periods use or variations in manufacturingtolerance thereof. Therefore, the actual amount Qr of fuel injectedwhich is utilized for the actual amount of fuel injected through thefuel injection nozzles 4 to converge to the target fuel amount Q of fuelcan be accurately detected.

In this embodiment, since the fuel injection initiating time isdetermined through the wave form patterns of fuel pressure P and itsfirst derivative value (dPi/dti), that the reference time T1 has elapsedsince the first derivative value (dPi/dti) exceeded the threshold valued1 is determined, as described in the ΔQ operational routine of FIG. 6.In addition, that the reference time T2 has elapsed since the firstderivative value (dPi/dti) dropped below the threshold value d2 isdetermined. Therefore, even when extraneous noise results in thedetection by ECU 71 of a sight change in the wave form of fuel pressureP, those changes will not cause turning-point of A to be mis-determined.Therefore, considering the above-described matter, the determination forthe fuel injection initiating time can be accurately carried out.

Furthermore, in view of this embodiment, when the actual amount of fuelto be injected Qr is computed based on the computed fuel injectioninitiating time, the lift coefficiency KLi are computed according to theactual lift amounts Li of needle valves which are detected by the liftsensors 48 at every timing interval ti. The actual amount of fuel to beinjected Qr is based in part on the computation of lift coefficiency KLiand fuel pressure P. This allows, the actual operations of needlevalves, when the fuel is injected through the fuel injection nozzles 4,to correspond to the actual amount Qr of fuel. As a result, the actualamount of fuel to pressure P. This allows, the actual operations ofneedle valves, when the fuel is injected through the fuel injectionnozzles 4, to corresponds to the actual amount Qr of fuel. As a result,the actual amount Qr of the fuel to be injected can be accuratelycontrolled.

SECOND EMBODIMENT

The second embodiment of the present invention will now be describedreferring to FIGS. 10 through 13.

FIG. 10 is a flow chart of sub-routine which is carried out during everytiming cycle ti. The timings of these cycles are provided for a timerfunction of the CPU 81, which in turn is one of many routines carriedout by the ECU 71.

At the initiation of this routine at step 410, the ECU 71 samples thefuel pressure P and lift amount L of needle valve, based on the signalsfrom the pressure sensors 47 and lift sensor 48. The ECU 71 next at step420 computes a fuel pressure Pi at the timing interval ti and the liftamount Li of the fuel injector needle valve. Then, at step 430, the ECU71 computes a lift coefficiency KLi corresponding to the cross-sectionalarea of the fully opened fuel injection nozzle 4 using the recordedvalve for Li. The computation for the lift coefficiency KLi is carriedout with referring to the graph show in FIG. 7, similar to the firstembodiment. The ECU 71 at step 440 computes a first derivative value(dPi/dti) as the rate of change in the fuel pressure Pi at timinginterval ti. Next at step 450, ECU 71 computes a second derivative value(d² Pi/dti²) which corresponds to the rate of change in fuel pressure Piat timing interval ti. The ECU 71 then sequentially stores values forthe fuel pressure Pi, the lift coefficiency KLi, the first derivativevalue (dPi/dti) and the second derivative value (d² Pi/dti²) asoperational data into the RAM 83 at step 460, and then terminates thisroutine. The ECU 71 performs this routine for every cycle of the fuelinjector.

FIG. 11 shows a flowchart of a ts, ps operational routine carried out bythe ECU 71 for computing the fuel injection initiating time ts and thefuel injection initiating pressure Ps. This routine is periodicallycarried out at predetermined intervals. Since the operations at steps510, 520, 530, 540, 550, 560, 570 and 580 are similar to those of steps201 through 208 of the ΔQ operational routine in FIG. 6, the descriptionhere will be omitted.

Therefore, according to the ts Ps operational routine, a fuel injectioninitiating timing value ts and fuel injection initiating pressure Ps arecomputed for every cycle of fuel injection carried out and their valuestemporarily stored in the RAM 83.

In this embodiment, the fuel injection control is carried out accordingto the computed the fuel injection initiating timing ts and the fuelinjection initiating pressure Ps. FIG. 12 shows a flowchart of a fuelinjection amount control routine carried out by the ECU 71 atpredetermined intervals which utilizes the fuel injection initiatingtiming ts and fuel injection initiating pressure Ps.

When the ECU 71 initiates this fuels injection amount control routine atstep 610, it first reads the fuel injection initiating timing tscomputed through the ts, Ps operational routine (step 610). The ECU 71then reads an engine speed NE and accelerate opening amount ACCPdetected by the engine speed sensor 35 and the accelerate sensor 73 atstep 620. Next at step 630, the ECU 71 computes a target fuel amount Qto be injected which corresponds to the particular driving conditions atthat time based on the engine speed NE and accelerate opening angleACCP. In this embodiment, a reference amount Qb of fuel to be injectionis likewise computed based on the engine speed NE and accelerate openingangle ACCP. The target amount Q of fuel to be injected is computed byadding to value Qb an additional compensatory value of fuel computedusing coolant temperature THW.

The ECU 71 at step 640 sequentially reads the operational datacorresponding to each timing interval ti starting from the fuelinjection initiating timing value ts to the lift coefficiency KLi andfuel pressure Pi, both of which are required for computing the actualamount Qr of the fuel to be injected.

The ECU 71 computes a fuel amount Qi based on the corresponding liftcoefficiency KLi and fuel pressure Pi at each timing interval tistarting from the fuel injection initiating timing at step 650. The fuelamount Qi is computed through the similar equation used in the firstembodiment. ##EQU2##

Further, the ECU 71 at step 660 cumulates every fuel amount Qi computedat each timing interval ti starting with the fuel injection initiatingtiming ts in order to determine the actual fuel amount Qr to be injectedwhich is corresponds to total amount of fuel injected actually injecteduntil this timing (step 660). In other words, the ECU 71 computes anintegral value of injection amount Qi of fuel of each timing ti startingfrom the fuel injection initiating time ts.

The ECU 71 at step 670 determines whether or not the actual amount Qr offuel to be injected computed for each timing interval ti starting fromthe fuel injection initiating time ts is equal to the target fuel amountQ. When the value of Qr does not match the value of Q, the ECU 71determines the actual amount Qr of fuel injected has not reached thetarget fuel amount Q of fuel for injection, and the operations of steps640 through 670 are repeatedly carried out. On the other hand, if Qr isequal to Q, the ECU 71 determines the actual amount Qr until the currenttiming ti has reached the target fuel amount Q, and thus carries out theoperation of step 680.

Next at step 670, the ECU 71 de-actuates or turns the electromagneticspill valve 23 off to terminate the transmission of pressurized fuelfrom the fuel injection pump 1 to the fuel injection nozzles 4. The ECU71 then finally terminates this routine. In effect, the ECU 71 throughthis routine controls the current fuel injection terminating time.

The operations of fuel injection initiating timing ts, fuel injectionterminating timing te, the fuel pressure P, its first derivative value(dPi/dti), the actual amount of fuel for injection Qr, and the operationof electromagnetic spill valve 23 will now be described referring to thetime chart of FIG. 13.

As the fuel injection is carried out and the plunger 12 of the fuelinjection pump 1 is moved forward, the fuel pressure P is graduallyincreased starting from timing t1, as shown in FIG. 13(a). At the sametime, the first derivative value (dP/dt) of fuel pressure P changesaccordingly the graph shown in FIG. 13(b). Following reference time T1,due to the condition that the first derivative value (dP/dt) exceeds thethreshold value d1 just as it had just after the time t1, the ECU 71determines the fuel pressure P is in increasing and is ready for theinitiation of a fuel injection cycle.

At timing t2, the fuel pressure P in the increasing stage issignificantly changes, its first derivative value (dP/dt) drops greatly.Following reference time T2 due to the condition that the firstderivative value (dP/dt) dropped below the threshold value d2 just as ithad after time t2, the ECU 71 determines that the rate of change of fuelpressure P has definitely dropped as a result of the initiation of thefuel injection cycle. The ECU 71 sets the value of t2 at a time when thevalue of the first derivative (dPi/dti) becomes "0" and recognizes t2 asthe time ts to begin fuel injection initialization. Likewise, the fuelpressure P at time t2 is set as a fuel injection pressure Ps.

From timing point t2, the fuel injection is continuously carried withthe fuel pressure P and first derivative value (dPi/dti) changing asshown in FIGS. 13(a) and (b) and with the change in the actual amount offuel injected Qr changing as shown in FIG. 13(c). The ECU 71 computes aninjection amount Qi of fuel at each timing interval ti based on thevalues for fuel pressure Pi and lift coefficiency KLi which are alsocomputed at each timing interval ti beginning with the fuel injectioninitiating time ts. The ECU 71 accumulates the injection amounts Qi offuel computed at each timing interval ti starting from the fuelinjection initiating time ts as an actual amount Qr of the fuel.

When the actual amount Qr of the fuel reaches the target amount of fuelto be injected for any given this fuel injection cycle, the ECU 71recognizes a time t3 as the fuel injection terminating time, and causeselectromagnetic spill valve 23 to change its state from ON to OFF.

As clearly described above, according to the fuel injection amountcontrol of this embodiment, the ECU 71 computes the fuel injection cycleinitiation time ts and fuel injection initiating pressure Ps every timea fuel injection cycle is carried out. Like the value for Qi, the actualamount Qr of the fuel injected is computed based on the values for thefuel pressure Pi and lift coefficiency KLi which are also computed ateach timing interval ti beginning with the fuel injection initiatingtime ts. When the actual amount Qr reaches the target fuel amount Q, thetransmission of pressurized fuel from the pump 1 to the nozzles 4 isterminated. Thus is effect, when the each cycle of fuel injection iscarried out, the fuel amount of fuel for injection is adjusted in thereal time base such that the actual amount Qr of the fuel converges tothe target fuel amount Q.

Just as with the previous embodiment, even given conditions where theconstruction parts of the fuel injection pump 1 either deform due to thelong use or contain variations in manufacturing tolerances or even wherephysical characteristic of the fuel in use vary, the actual amount Qr offuel injected is controlled to converge to the target fuel amount Qevery time a fuel injection cycle is carried out. As a result, the fuelinjection control with high accuracy can be steadily achieved for a longperiods of time according to the driving condition at particular time,smoke generation from engine 3 can be significantly reduced, anddispersion of the exhaust gas can be regulated and fuel efficiency canbe achieved.

Dispersion of fuel injection amounts and irregular fuel injection amoungthe cylinders can be prevented by the fuel injection control of thepresent embodiment at each cylinders.

In this embodiment, to compute a more accurate actual amount Qr of fuel,the wave form of fuel pressure P detected by the pressure sensor 47 iscomputed. The ECU 71 detects when the first derivative value (dPi/dti)initially changes from positive to negative during a time of an overallincrease in the fuel pressure. This value reflects the time when thefuel pressure P momentarily drops due to the initialization of fuelinjection by fuel injectors 4. This time is designated in FIG. 13(A) asturning point d, which is recognized by the ECU 71 as the fuel injectioninitiation time t3. The ECU 71 further carries out fuel injectioninitialization by compensating the value of ts for the effects ofoutside noise etc.

Referring to FIG. 11, ECU 71 at step 530 determines that the referencetime T1 has elapsed since the first derivative value (dPi/dti) exceededthe threshold value d1 based on the change in the first derivative value(dPi/dti) and the fuel pressure P. The determination whether thereference time T2 has elapsed, since the first derivative value(dPi/dti) dropped below the threshold value, d2 is made by the ECU atstep 560. Utilizing the processes at steps 530 and 560 effectivelyallows the ECU 71 to accurately determine the fuel injection initiationtime with disregard for the influence of noise on the wave form. Againthis allows an accurate determination of the fuel injection initiation.

Furthermore, in this embodiment, when the ECU 71 computes the actualamount Or of the injected fuel, it does so by reference to datacollected on lift coefficient KLi, needle valve lift amount Li and fuelpressure amount P corrected at every time interval ti. Therefore, theactual operations of the fuel injector needle valves during the fuelinjection through nozzles 4 corresponds directly to the determination ofthe actual amount Qr of the injected fuel allowing amount Qr to beaccurately controlled.

THIRD EMBODIMENT

The third embodiment of the present invention for vehicular use will nowbe described referring to FIGS. 14 through 16. Components includedherein which are similar to those described in the first and secondembodiments will not be further discussed here.

FIG. 14 is a flowchart of sub-routine ECU 71 carries out for everytiming interval ti using the timing function of CPU 81.

At the initialization of this routine step 710, EPU samples the fuelpressure P and lift amount L of needle valve, based on the signals fromthe pressure sensors 47 and lift sensor 48. Next, at step 720, the ECU71 computes a fuel pressure Pi at timing interval ti. Then, the ECU 71,at step 730, computes the first derivative value (dPi/dti) as a rate ofchange of fuel pressure Pi at timing interval ti. Following this at step740, the ECU 71 computes the second derivative value (d² Pi/dti²) as arate of change of fuel pressure Pi at timing interval ti.

The ECU 71 stores the fuel pressure Pi, the lift coefficiency KLi, thefirst derivative value (dPi/dti) and the second derivative value (d²Pi/dti²), as operational data corresponding to the timing interval ti,into the RAM 83 at step 750, and then terminates this routine.

According to the operations of the above-described sub-routine, as everysingle fuel injection cycle is carried out, the fuel pressure Pi, thelift amount Li of needle valve, the first derivative value (dPi/dti) andthe second derivative value (d² Pi/dti²) are sequentially stored asoperational data in the RAM 83.

FIG. 15 shows a flowchart of operations for a Δθ operational routineperformed by the ECU 71 which computes a fuel injection deviation valueΔθ for controlling the amount of fuel for injection. This routine isperiodically carried out by predetermined intervals. Since theoperations at steps 801 through 808 in the Δθ routine are similar tosteps 201 through 208 of the ΔQ routine described in the firstembodiment, the descriptions of steps 801 through 808 will be omitted.The operations of steps 809, 810, 811 and 812 following step 808 willnow be described.

Starting with step 809, the ECU 71 first reads a target fuel injectiontiming amount θo. This target amount value θo is acquired from currentdriving conditions by the Δθ operational routine. The ECU 71 determineswhether or not the read target amount θo is equal to the fuel injectioninitiating time ts computed at step 810.

When the target amount θo is equal to the value of the fuel injectioninitiating time ts, the ECU 71 next at step 811 sets the fuel injectiondeviation value Δθ to "0" and then terminates this routine. On the otherhand at step 812, when the target amount θo is not equal to the value ofthe fuel injection initiating time ts, the ECU 71 computes thedifference between the target amount θo and fuel injection initiatingtime ts as a fuel injection time deviation value Δθ, and terminates thisroutine. Therefore, according to the operations of this Δθ routine, thefuel injection timing deviation Δθ computed every time when a fuelinjection cycle is carried out is temporarily stored in the RAM 83.

In this embodiment, the computed fuel injection timing deviation valueΔθ is utilized as the data for carrying out the fuel injecting timingcontrol. FIG. 16 is a flowchart of fuel injection amount control routinewhich utilizes the deviation Δθ, periodically carried out by the ECU 71at predetermined intervals.

At the initial step 910, the ECU 71 reads an engine speed NE andaccelerator opening angle ACCP from the sensors 35 and 73 respectivelytogether with fuel injection timing deviation Δθ obtained through the Δθoperational routine described earlier. The ECU 71 next at step 920computes a reference amount θb of fuel for injection which correspondsto the current driving conditions, based on data from engine speed NEand accelerate opening angle ACCP.

At step 930, the ECU 71 computes a last target injection timing value θas an instructional value for controlling the fuel injection, based onthe reference values for fuel injection timing deviation Δθ and theinjection timing value θb. The ECU 71 correlates the reference valuesfor fuel injection timing θb and fuel injection timing deviation Δθ inorder to arrive at the final target injection timing value θ. The ECU 71next controls the timer device 26 based on the computed final targetinjection timing θ at step 940. Here, the ECU 71 performs a duty controlon the control value CV 33 based on the final target injection timingvalue θ in order to control the fuel injection timing through the fuelinjection nozzles 4 in the advance angle side or retarded angle side.Following step 940, the ECU 71 terminates this routine.

As described above, according to the fuel injection timing control ofthis embodiment, for every fuel injection cycle, a fuel injectioninitiating timing value ts is computed based on the fuel pressure P. TheECU 71 computes the difference between the fuel injection initiatingtiming value ts and target injection timing θo at time ts in order toarrive at the fuel injection timing deviation Δθ. The final targetinjection timing value θ is computed by correlating the referenceinjection timing value θo by the fuel injection timing deviation Δθ. Thefuel injection timing control is carried out based on the final targetinjection timing value 0. In other words, the fuel injection timingcontrol is carried out such that the actual fuel injection initiatingtiming value ts converges to the target injection timing value θo.

As in previous embodiments, the fuel injection of this embodimentremains uneffected by determination of injection pump parts due to longuse or variances in manufacturing tolerances or even variations in thephysical characteristics of the fuel. The actual fuel injectioninitiating timing value ts is controlled to converge at the targetinjection timing value θo every time the fuel injection cycle is carriedout. As a result, the ECU 71 maintains accurate fuel injection timingcontrol despite to varied driving conditions. Moreover increasednitrogen oxides (NOx) and hydrocarbon (HC) emissions and preignitionknocking generated by engine 3 are significantly reduced. Likewise, theabove timing control greatly reduces the discharge of white smoke whileaiding in the increase of the engine's fuel efficiency. Therefore,hydrocarbon (HC) discharged from the diesel engine 3 can be reduced.

To compute the most accurate injection initiating timing value ts, thepresent embodiment detects the wave form of fuel pressure P from thepressure sensor 47 as well as the first derivative value (dPi/dti) offuel pressure P initially changes its state from positive to negativeduring a generally increasing fuel pressure trend. As with priorembodiments, this momentary drop in fuel pressure reflects theinitiation of the fuel injection which is recognized and set by the ECU71 as turning point A based on the change in the fuel pressure and thefirst derivative value.

FOURTH EMBODIMENT

The fourth embodiment of the present invention is described referring toFIGS. 17 through 20. Components included herein which are similar tothose described in the first through third embodiments will not befurther described here. Only those operations of fuel injection controlwhich differ from those in the first embodiment will be discussed.

FIG. 17 is a flowchart of sub-routine which is performed by the ECU 71for every timing interval ti. Operations of steps 1110 through 1150 aresimilar to those of steps 710 through 750 of the sub-routine shown inFIG. 14 and thus, their descriptions are omitted.

Therefore, according to the above-described routine, ECU 71 records fuelpressure Pi, and computes the lift coefficiency KLi, first derivativevalue (dPi/dti) and second derivative value (d² Pi/dti²) as operationaldata corresponding to timing interval ti, then next sequentially storesthem in RAM 83 for every cycle of fuel injection. The ECU 71 nextcarries out the operations of the ts, Ps routine described in the secondembodiment and more particularly in FIG. 11. Accordingly, fuel injectioninitiating timing value ts and fuel injection initiating pressure Ps aretemporarily stored in the RAM 83 for every fuel injection cycle.

The operations of fuel injection initiating timing value ts, fuelinjection initiating pressure Ps, fuel pressure P and first derivativevalue (dPi/dti) which are computed through the ts, Ps operationalroutine for each fuel injection cycle will be described referring to thetiming chart of FIG. 18.

When the plunger 12 of the fuel injection pump 1 starts moving forward,as shown in FIG. 18(a), the fuel pressure P at time t1 startsincreasing. As the plunger 12 moves further forward, the fuel pressure Pgradually increases resulting in the change in the first derivativevalue (dp/dt) of the fuel pressure P indicated by the graph of FIG.18(b). The ECU 71 determines the state when fuel injection initiation isimminent when it detects that pressure P is in a generally increasingstate and when the reference time t1 elapses after the first derivativevalue (dp/dt) exceeds the threshold value d1 following time t1.

At the time t2, when the fuel pressure P momentarily changes, the firstderivative value (dP/dt) also drops. The ECU 71 determines the drop inthe firs derivative at a time when the reference time T2 elapses afterthe first derivative value (dP/dt) has dropped below the threshold valued2 following time t2. The ECU 71 refers to the time t2 when the firstderivative value (dP/dt) becomes "0" as the ECU 71 is referred back fromthe this determination time. The ECU 71 then sets time t2 as a fuelinjection initiating time ts and the corresponding fuel pressure as fuelinjection initiating pressure Ps.

In this embodiment, the fuel injection control is carried out when thefuel injection initiating pressure Ps reaches a certain correspondencewith the computed fuel injection initiating time ts. This correspondenceis further explained with the injection amount control routine shown inFIG. 19 and that is carried out by the ECU 71.

At the initiation of this routine with step 1200, the ECU 71 first readsthe engine speed NE and accelerator opening angle ACCP detected from theengine speed sensor 35 and the accelerator sensor 73 respectively. Alsoat this step, the ECU 71 reads the target fuel amount Qo for fuelinjection obtained from previous fuel injection cycle.

The ECU 71 next at step 1210 determines whether or not the currentrunning condition of the diesel engine 3 is in a region where fuelinjection amount feedback (FB) should be carried out. The region FB isdetermined by correlating values for the engine speed NE to values forprevious fuel amounts Qo as shown in FIG. 20. The graph of FIG. 20indicates that the low engine speed and the low load region is set asthe FB region. When the driving condition is in the FB region at step1210, the ECU 71 carries out the operations of steps 1220 through 1270.

At step 1220, the ECU 71 reads the fuel injection initiating pressure Pscomputed and stored from the ts Ps operational routine, and sets thefuel injection initiating pressure Ps as the actual opening valvepressure Pnr at a time when the fuel injection nozzle 4 opens.

At step 1230 ECU 71 expects and computes a remaining fuel amount changevalue Qre which corresponds to the opening value pressure deviation ΔPnwhich in turn is the difference between the reference opening valuepressures under normal conditions Pns, and the actual opening valuepressure Pnr. This is summarized according to the following equation.##EQU3##

In this equation, Vi is the volume between the injection pump 1 and theinjection nozzles 4 and ε is value for bulk modulus.

The ECU 71 next at step 1240 computes a target fuel amount Q1 of fuel tobe injected for the current driving condition according to the enginespeed NE and the accelerator opening angle ACCP. In this embodiment, areference fuel injection amount is computed based on the engine speed NEand accelerate opening angle ACCP. An offsetting fuel injection amountis computed based on the coolant temperature THW. The target fuel amountQ1 is computed by adding the offsetting compensate fuel injection amountto the reference fuel injection amount as needed.

At step 1250, the ECU 71 subtracts the remaining fuel amount changevalue Qre from the target fuel amount Q1, and sets the result as atarget fuel injection amount Q for the next fuel injection cycle. Thatis, the amount of fuel to be injected is computed by subtracting theremaining fuel amount change value Qre in the fuel system from thetarget fuel amount Q1 with the difference being set by ECU 71 as the newtarget fuel injection amount Q.

The ECU 71 next carries out fuel injection based on the new computedtarget fuel amount Q at step 1260. In effect, the ECU 71 controls thetransmission of pressurized fuel form the fuel pump 1 to the nozzles 4by controlling the electromagnetic spill valve 23 based on a new offsettarget fuel amount Q. Finally at step 1270, the ECU 71 sets the offsettarget fuel amount Q as a previous target fuel injection amount Qo andterminates this routine. In this way, the fuel injection control ismaintained under driving conditions representative of those in the FBregion.

For driving conditions not in the FB region, the ECU 71 moves from step1210 to step 1289. Here the ECU 71 computes the target fuel amount Q1 tobe injected corresponding to the engine speed NE and accelerate openingangle ACCP at step 1280. The ECU 71, next at step 1290, sets thecomputed target fuel amount Q1 as an offset target fuel amount Q andthen moves to step 1260. Following this, the ECU 71 carries out theoperations of steps 1260 and 1270, and then terminates this routine, andthereby controls the fuel injection amount under driving conditions notwithin the FB region.

Stated differentially, according to the present embodiment, when drivingconditions are within the FB region, the remaining fuel amount changevalue Qre, computed in the previous fuel injection cycle and based onthe opening value pressure Pnr of nozzles 4, is used to offset thetarget fuel amount Q1 should be actually injected. Then, the fuelinjection is carried out. The remaining fuel amount change value Qre issubtracted from the target fuel amount Q computed according to currentdriving conditions with the difference being set as a target fuelinjection amount.

Therefore, every time when the fuel injection cycle is carried out, theremaining fuel amount change value Qre is computed based on thepressurized fuel amount which is delivered from the fuel pump 1 to thenozzles 4. Further, the influence of change value Qre is removed.Therefore, even when the actual opening valve pressure in the nozzles 4are changed due to longer period of usage, the predetermined amount offuel is injected into each one of the cylinders of the engine 3 withoutrequiring any change at the fuel injector thereof. In other words, thefuel injection amount control is carried out without any influence fromchanges in the actual opening valve pressure Pnr of the nozzles 4.Further, in this embodiment, the fuel injection amount from the nozzles4 is controlled to correspond to actual driving condition.

As a result, the fuel injection amount can be sufficiently controlled byreference the changes of opening valve pressure Pnr without providingthe special means for adjusting the opening value pressure in thenozzles 4. This embodiment makes use of no special means for adjustingthe opening valve pressure for the nozzles 4, but does however simplifythe design of the controller and eliminate any special control programis required for the means.

Therefore, the fuel injection initiating time ts is, as in the previousembodiment, determined according to the change of the fuel pressure andchange in the first derivative value (dPi/dti), at the time of turningpoint A where the fuel injection initiation pressure is Ps. As a result,the actual opening valve pressure Pnr in the nozzles 4 is accuratelycomputed thereby allowing the remaining fuel amount change value Qre andthe offset target fuel injection amount Q to be accurately computed.

FIFTH EMBODIMENT

The fifth embodiment of the present invention is described referring toFIGS. 21 through 25. Components included herein which are similar tothose described in the first through forth embodiments will not befurther described here. Only those operations of the fuel injectioncontrol which differ from those in the fourth embodiment will bediscussed herein.

In this embodiment, in addition to having the ECU 71 detect the openingvalue pressure Pnr in the fuel injection nozzles 4, the ECU 71 alsodetects an actual remaining pressure value Pcr in the high pressurechamber 15 of fuel injection pump 1 when the fuel injection is not beingcarried out. Referring to FIG. 2, the pump 1 includes the constantpressure delivery valve 36. The correlation between the stroke ofplunger 12 and the pressure increase in the high pressure chamber 15 ischanged, that is originated in the change of the spring constant due tothe long period usage. As a result, the remaining fuel amount changevalue Qre may be influenced. Therefore, in this embodiment, the fuelinjection amount control in which the remaining pressure Pcr is furtherconsidered with respect to the change value Qre is carried out.

FIG. 21 shows a schematic view of the diesel engine system withsupercharger. As shown in FIG. 21, in this embodiment, the pressuresensor 78 is disposed in the pump housing 13, which detects pressure inthe high pressure chamber 15. The pressure sensor 78 detects thepressure Po in the high pressure chamber 15, and outputs a signal whichcorresponds to the magnitude of the detected value. The sensors 72through 77, the engine speed sensor 35, the pressure sensors 47 and 78are all connected to the ECU 71. Further, the ECU 71 preferably controlsthe electromagnetic spill valve 23, the TCV 33, the grow plugs 46, theEVRV 58 and the VSV's 64, 65, based on the signals from the sensors 35,47, 72 through 78.

The operations of fuel injection amount control which are carried out bythe ECU 71 will now be described referring to FIGS. 22 through 25.

FIG. 22 is a flowchart of sub-routine carried out by ECU every timingcycle ti.

At the initial step 1310 of this routine, the ECU 71 samples the fuelpressures P, Po, based on the signals from the pressure sensors 47, 78,respectively.

At step 1320, the ECU 71 computes the fuel pressure Pi at the timinginterval ti, and, then at step 1330, computes the first derivative value(dPi/dti) as a rate of change in the fuel pressure Pi also at the timinginterval ti (step 1330). The ECU 71 further computes the secondderivative value (d² Pi/dti²) at step 1340 as the rate of change in thefuel pressure Pi at timing interval ti. Next, the ECU 71 computespressure Po at the timing interval ti at step 1350. At step 1360, theEPU 71 computes the first derivative value (dPoi/dti) as a rate ofchange in the pressure Po at timing interval ti. The ECU 71 at step 1370stores the fuel pressure P1, first derivative value (dpi/dti) and secondderivative value (d² Pi/dti²) as operational data corresponding totiming interval ti into the RAM 83. Finally, the ECU 71, at step 1380,stores the pressure Po and its first derivative value (dPoi/dti) as theoperational data corresponding to the timing interval ti into the RAM 83and then terminates the routine.

In this embodiment, the ECU 71 computes the fuel pressure of the fuelinjection initiating time ts similarly to the description of ts in thefourth embodiment and in particular by the routine illustrated in FIG.11. The operations of this computation is similar to the operations ofthe ts, Ps operational routine which are shown in the flowchart of FIG.11. Therefore, the descriptions of those operations are omitted.

FIG. 23 is a flowchart of Pcr operational routine carried out by the ECU71 for computing the remaining pressure Pcr. This routine will becarried out whenever the fuel injection initiating time ts is computedusing the ts, Ps operational routine. The routine begins at step 1410when the ECU 71 refers to the pressure Poi of the operational datastored in the RAM 83 while the ECU 71 goes back to the timing ti fromthe fuel injection initiating time ts, when the first derivative value(dPi/dti) of the pressure Poi becomes "0" (step 1410). The pressure Poiat the timing interval ti, when the first derivative value (dPoi/dti)becomes "0", corresponds to the pressure in the state just before theplunger 12 is to move forward.

At step 1420, the ECU 71 sets the pressure Po at timing interval ti,when the first derivative value (dPoi/dti) becomes "0", as the remainingpressure value Pcr. The value PCR corresponds to the pressure Po in thenon-injection time. Following this, the ECU 71 terminates the routine.

The operations of the pressure Po and its first derivative value(dP0/dt) will now be described referring to the timing chart of FIG. 24.In FIG. 24, when the timing interval t2 is set as the fuel injectioninitiating time ts, the timing interval t1 when the first derivativevalue (dP0/dt) becomes 0 is computed while the ECU 71 goes back from thefuel injection initiating time ts. Therefore, the pressure P0 at timingti is computed as the remaining pressure Pcr.

However, the high pressure chamber 15 and the fuel injection nozzles 4form a single fuel system. Therefore, the behavior of the high pressureP0 are similar to those of the fuel pressure P where the absolute valuesthereof are differ one form another. Similarly, the behavior of thefirst derivative value (dP0/dt) of the pressure P0 are similar to thoseof the first derivative value (dP/dt) of the fuel pressure.

Therefore, according to the Pcr operational routine, the remainingpressure Pcr is temporarily stored into the RAM 83 every time a fuelinjection cycle is carried out.

In this embodiment, the computed fuel injection initiating pressure Psand the actual remaining pressure Pcr are used in the fuel injectioncontrol routine as illustrated by the flowchart of FIG. 25. Theoperations of the fuel injection amount control routine according tothis embodiment are fundamentally similar to those of FIG. 19 describedabove in the fourth embodiment. Therefore, only the different portionsof computation relating to the remaining fuel change value Qre in steps1504 and 1505 will be described.

When the driving condition of the diesel engine 3 is determined by theECU 71 to be in the FB region, the actual remaining pressure Pcrcomputed through the Pcr operational routine in step 1504 is read.

In step 1505, the remaining fuel change value Qre which should beadjusted to reflect the difference between the actual valve pressure Pnrand the actual remaining pressure Pcr is considered and computed usingfollowing equation: ##EQU4##

In this equation, the newly described εc is the bulk modulus of fuel atthe vicinity of the actual remaining pressure Pcr. Pcs is given as areference remaining pressure value as a pressure P0 in the high pressurechamber under the normal condition when the fuel injection is notcarried out.

Therefore, in the equation described above, the fuel remaining fuelamount change value Qre in the fuel system is computed, based on theopening valve pressure deviation ΔPn and the actual opening valuepressure Pnr. ΔPn corresponds to the difference between the referenceopening pressure Pns and the actual opening value pressure Pnr, whileΔPc corresponds to the difference between the reference pressuredeviation ΔPcs and the actual remaining pressure Pcr.

As described above, when the condition of the engine 3 is in the FBregion, control of the fuel injection is carried out with the remainingfuel amount change value Qre being used to offset the target fuel amountQ1 required to be injected. In other words, the remaining fuel changevalue Qre for the previous injection cycle is to be computed, based onboth the actual opening value pressure Pnr in the nozzles 4, and theactual remaining pressure Pcr in the pump 1. The fuel injection controlis carried out, base on the offset target fuel amount Q which wascomputed by subtracting the remaining fuel change value Qre from thetarget fuel amount Q1.

Therefore, similar to the operations of the fourth embodiment, the fuelinjection amount control is carried out without any influences of theactual opening value pressure Pnr in the nozzles 4. In addition, evenwhen the actual remaining pressure Pcr in the pump 1 is changed from thereference remaining pressure Pcs due to the change of the delivery valve36, perhaps due to long periods of use, the predetermined amount of fuelwill be injected through the nozzles 4 without influence from any changein the actual remaining pressure Pcr in pump 1.

As a result, the amount of fuel to be injected is controlled withrespect to the change of actual opening valve pressure Pnr despiteextended periods of use and without having originated in the long periodof any special means for adjusting the opening value pressure in thenozzles 4.

For the other operations and effectiveness of this embodiment, thoseachieved in the fourth embodiment are likewise realized by thisembodiment.

SIXTH EMBODIMENT

The sixth embodiment of the present invention is described referring toFIGS. 26 through 28. Components included herein which are similar tothose described in the first through fifth embodiments will not befurther described here. Only those operations of fuel injection controlwhich differ from those in the fourth embodiment will be discussed.

In this embodiment, the fuel temperature THF in the fuel injection pump1 is detected in addition to the detection of the actual opening valvepressure Pnr in the fuel injection nozzles 4. In the pump 1, theremaining fuel change value Qre may be changed due to varying bulkmodulus, which result from changing fuel temperature conditions.Therefore, fuel injection control is carried out utilizing the value forfuel temperature THF in correspondence with the remaining fuel changevalue Qre.

FIG. 26 is a schematic view of a diesel engine with superchargeraccording to this embodiment. As shown in FIG. 26, the fuel temperaturesensor 79 is disposed in the pump housing 13 in the pump 1. The sensor79 detects the temperature of fuel filled in the fuel chamber 21, i.e.temperature THF, and then outputs a signal according to the magnitude ofthe detected value. The sensors 72 through 77, the engine speed sensor35, the pressure sensor 47 and fuel temperature sensor 79 are providedata to the ECU 71 which in turn controls the electromagnetic spillvalve 23, TCV 33, grow plugs 46, EVRV 58 and VSV's 64 and 65.

The operations of ECU 71 according to the present embodiment will now bedescribed referring to FIGS. 27 through 28.

The ECU 71 computes the fuel pressure of the fuel injection initiatingtime ts which is utilized for the fuel injection control in a fashionsimilar to that described in the fourth embodiment; specifically the tsPs operational routine illustrated in the flowcharts of FIGS. 17 and 11.Therefore, while descriptions of those operations are omitted;particular detail will be given to the remaining fuel change value Qre.

In the sixth embodiment, the fuel injection initiating time ts and fuelinjection initiating pressure Ps are computed, based on the fuelpressure P detected by the sensor 47.

FIG. 27 shows a flowchart of the fuel injection amount control routinecarried out by ECU at predetermined intervals which utilizes the fuelinjection initiating pressure Ps and fuel injection initiating pressurePs.

In as much as the operations of steps 1604, 1605, 1606 differ fromprevious embodiments their descriptions follow. When the drivingcondition of the diesel engine 3 is in the FB region, the fueltemperature THF is read according to the signal from the sensor 79 atstep 1604. The bulk modulus of fuel at the fuel temperature THF, i.e.,the actual bulk modulus coefficiency .sup.ε tr, is computed based on thefuel temperature THF read at step 1605. This operation for computing theactual bulk modulus coefficiency .sup.ε tr carried out by ECU 71, isdone by correlating the values between the fuel temperature THF and theactual bulk modulus coefficiency .sup.ε tr, as shown in FIG. 28.

In step 1606, the remaining fuel change value Qre which is changedaccording to the difference between the actual opening valve pressurePnr and the actual bulk modulus coefficiency εtr, is then computed bythe ECU 71. This computation for the actual bulk modulus coefficiencyεtr, is carried out through the following equation.

    Qre=Vi * (εts * Pns-εtr * Pnr).

In this equation, the newly described εts is the reference bulk modulusfuel coefficiency at the reference fuel temperature THF.

In this equation, the remaining fuel change value Qre is computed basedon the difference between a first value being the opening valve pressurePns compensated by the reference bulk modulus coefficiency εtr and asecond value being the actual opening valve pressure Pnr compensated bythe actual bulk modulus coefficiency εtr.

Given engine conditions within the above described F8 region, fuelinjection is carried out while the remaining fuel amount change valueQre is used to offset the target amount Q1 of fuel of fuel to beinjected. That is, the remaining fuel change value Qre for the previousinjection cycle is to be computed based on the actual opening valvepressure Pnr in the nozzles 4 and the actual bulk modulus fuelcoefficient εtr which varies according to the fuel temperature THF inthe pump 1 at any given fuel injection cycle. The fuel injection controlis further based on the compensated target fuel amount Q which wascomputed by subtracting the remaining fuel amount change value Qre fromthe target fuel amount Q1.

Therefore, similar to the operations of the fourth embodiment, the fuelinjection amount control is carried out without any influences of theactual opening value pressure Pnr in the nozzles 4 in this embodiment.Even when the actual bulk modulus coefficiency εtr of fuel is changedfrom the reference bulk modulus coefficiency εtr, the predeterminedamount of fuel is injected from the nozzles 4 without influence from thechanges in fuel temperature, i.e., from the actual bulk moduluscoefficiency εtr of fuel.

As a result, the changes of the opening valve pressure in the nozzles 4due to long periods of use or changes in actual bulk moduluscoefficiency εtr can be adjusted without providing the special means foradjusting the opening valve pressure in the nozzles 4.

For the other operations and effectiveness of this embodiment, thoseachieved in the fourth embodiment can be realized in this embodiment.

SEVENTH EMBODIMENT

The seventh embodiment of the present invention is described referringto FIG. 33. Components included herein which are similar to thosedescribed in the first through fifth embodiments will not be furtherdescribed here. Only those operations differences differing from thosein the fourth embodiment will be emphasized and described below.

The operations of this computation of ECU 71 according to thisembodiment is similar to the operations of the ts, Ps operationalroutine and sub-routine which are shown in the flowcharts of FIGS. 17and 11 of the fourth embodiment. The fuel injection initiating time tsand fuel injection initiating pressure Ps are computed, respectively,based on the fuel pressure P detected by the fuel sensor 47.

FIG. 33 shows a flowchart of the fuel injection control routine whichutilizes the fuel injection initiating pressure Ps as one routinecarried out by the ECU 71 at the predetermined intervals.

At step 1700, the ECU 71 first reads the engine speed NE and theaccelerator opening angle ACCP by mean of the engine speed sensor 35 andthe accelerate sensor 73, respectively. Additionally, the ECU 71 readsthe target fuel amount Qo utilized in the immediately prior injectioncycle.

The ECU 71, next at step 1710, determines whether or not the currentrunning condition of the diesel engine 3 is in the region where the fuelinjection amount feedback (FB) should be carried out. This determinationis carried out by reference to the correlation between the engine speedNE shown in FIG. 20 and the previous target fuel amount Q. When thedriving condition is in the FB region, the ECU 71 carries out theoperations of steps 1720 and 1730.

The ECU 71, at step 1720, reads the stored fuel injection initiatingpressure Ps which was computed in the ts Ps operational routine and thensets the fuel injection initiating pressure Ps as the actual openingfuel value pressure Pnr in nozzles 4 at the valve opening time.

Next, the ECU 71, at step 1730, computes a change of value for theremaining fuel change amount Qre according to the change in the actualopening value pressure Pnr. The remaining fuel change value Qre isarrived at by the following equation. ##EQU5##

Here, the remaining fuel change value amount Qre is computed based onthe difference (i.e., opening valve deviation value ΔPn) between thereference opening valve pressure Pns and the actual opening valvepressure Pnr in nozzles 4. Further, the ECU 71 monitors the fuelinjection amount and fuel injection timing through the nozzles 4.

When, as in step 1710, the engine's driving condition is not in the FBregion, the ECU 71 moves to step 1740 from step 1710.

At step 1740 the ECU 71 computes the target fuel amount Q1 of fuelcorresponding to current driving conditions, based on engine speed NEand the accelerator opening angle ACCP. A further reference fuelinjection amount is computed also based on the engine speed NE and theaccelerate opening angle ACCP, etc. Next, the ECU 71 computes the targetfuel amount Q1 for injection by adding an offset fuel injection amount,determined according to coolant temperature THW, to the reference fuelinjection amount.

Further, the ECU 71 subtracts the latest remaining fuel amount changevalue Qre from the target fuel amount Q1 and sets the result as acompensated target fuel amount Q for the next fuel injection cycle. Inother words, the compensated target fuel amount Q corresponds to a fuelamount which is computed by subtracting the remaining fuel change valueQre in the fuel system from the target fuel amount Q1. Q, in turn, iscomputed according to the driving condition of the diesel engine 3. Whenthe driving condition is in the FB region, the remaining fuel changeamount Qre is utilized in the above-described subtraction. When thedriving condition is not in the FB region, the previously detectedremaining fuel change value Qre is utilized.

The ECU 71 divides the latest remaining fuel change value Qre by thepump injection rate Ri, and sets the result of division as the targetfuel injection timing control value ΔT at step 1760. The pump injectionrate Ri is a unique constant value corresponding to the pump 1, which isa previously experimentally determined value. When the driving conditionis in the FB region, the remaining fuel injection change value Qre willbe utilized in the divisional computation. When the driving condition isnot in the FB region, the previously detected value for the remainingfuel injection change value Qre is utilized following the process atstep 1730.

The ECU 71 next carries out the fuel injection timing control at step1770 by controlling the timing device 26, based on the target fuelinjection timing control value ΔT set in step 1760. In other words, theECU 71 performs a duty control on the TCV 33 according to the targetfuel injection timing control value ΔT in order to control the fuelinjection timing through the nozzles 4 toward either the advance angleside or retreat angle side.

Following this, the ECU 71, at step 1780, carries out the fuel injectioncontrol according to the compensated target fuel amount Q, i.e., theelectromagnetic spill valve 23 is controlled based on the compensatedtarget fuel amount Q. Delivery of pressurized fuel from the pump 1 tothe nozzles 4 is thereby controlled. ECU 71 next at step 1790 sets thecompensated target fuel amount Q as the previous target fuel amount Qoand terminates this routine.

Accordingly, when the driving condition of the diesel engine 3 is in theFB region, the remaining fuel change value Qre in the fuel system isused as an offset value to the actual target fuel injection timingcontrol value ΔT as well as to the target fuel amount Q1. In otherwords, at the time when fuel injection is to be carried out, the latestremaining fuel change value Qre is computed according to the actualopening valve pressure Pnr in the nozzles 4. Qre is divided by the valuefor the pump injection rate Ri with the quotient being set as the targetfuel injection timing control value ΔT. The fuel injection timing iscontrolled to the either an advance angle side or the retreat angleside, based on the target fuel injection timing control value ΔT.Separately, the result of subtraction of the remaining fuel injectionchange value Qre is from the target fuel amount Q1 is set as thecompensated target amount Q. The fuel injection is carried out based onthe compensated target fuel amount Q.

For the other operations and effectiveness of this embodiment, thoseachieved in the fourth embodiment can be realized by this embodiment.

EIGHTH EMBODIMENT

The eighth embodiment of the present invention will now be describedreferring to FIG. 34. Components included herein which are similar tothose described in the first through fifth embodiments will not befurther described here. Only those operations of fuel injection controlwhich differ from those in the fourth embodiment will be discussed.

In this embodiment, fuel injection control is accomplished utilizing thefuel injection initiating timing value ts computed in the seventhembodiment. FIG. 34 shows a flowchart of the fuel injection amountcontrol routine periodically carried out by the ECU 71 at predeterminedintervals which utilizes the fuel injection initiating timing ts.

The ECU 71 first at step 1800 detects the engine speed NE and theaccelerator opening angle ACCP by means of the engine speed sensor 35and the accelerate sensor 73, respectively. Further, the ECU 71 readsthe target fuel amount Qo which was utilized in the previous cycle.

The ECU 71, next at step 1810, determines whether or not the currentrunning condition of the diesel engine 3 is in the feedback (FB) region.This determination is carried out similarly that described in theseventh embodiment. When the running condition is in the FB region, theoperations of steps 1820 and 1830 are carried out.

The ECU 71 then reads the fuel injection initiating time ts at step 1820computed by means of the ts. Ps operational routine and stored in Ram83. The ECU 71 next sets this fuel injection initiating time ts as theactual fuel injection initiating time when the fuel injection nozzles 4were opened, that is the actual opening valve timing tnr.

Next at step 1830, the ECU 71 computes the change value Qre of theremaining fuel which is adjusted for actual computed opening valvetiming tnr. The remaining fuel change value Qre will be computed throughthe following equation. ##EQU6##

In this equation, the X is an offset coefficient and tns is a referenceopening valve time when the nozzles 4 are operating under normalconditions (i.e. in the FB region). Therefore, in the above-describedequation, the remaining fuel change value Qre in the fuel system isexpected and computed, based on the opening value deviation Δt betweenthe reference opening time tns and the actual opening valve time tnr.The remaining fuel change value Qre in the fuel system is changedaccording to the change in the actual opening valve time tnr.

In the other hand, when the running condition is not in the FB region atstep 1810, the ECU 71 carries out the operation of step 1840. There ECU71 computes the target fuel amount Q1, corresponding to current drivingconditions, and based on the engine speed NE and accelerator openingangle ACCP, similar to those of step 1740 described in the seventhembodiment. The fuel injection timing control and the fuel injectionamount control are carried out based on the remaining fuel change valueQre computed in step 1830 in steps 1850 through 1890, similar to thoseoperations of steps 1750 through 1790 in the seventh embodiment.

In other words, in this embodiment, the opening valve timing deviationΔtn is utilized in place of the opening valve pressure deviation ΔPn inthe seventh embodiment. Since the remaining fuel change valve Qre iscomputed in this manner, the similar operations and effectiveness to thethose of the seventh embodiment can be achieved.

NINTH EMBODIMENT

The ninth embodiment of the present invention will now be describedreferring to FIGS. 36 through 40. Only those operations differing fromthose in the fourth embodiment will be emphasized and described.

FIG. 36 is a schematic view of a diesel engine with superchargeraccording to this embodiment. As shown in FIG. 36, injection nozzles 4has no sensors connected to the ECU 71. Here, the fuel pressure sensor37 disposed in the pump housing 13 detects the pressure in the highpressure chamber 15 as pressure between the pump 1 and the nozzles 4.The sensor 37 outputs a signal corresponding to the magnitude of thedetected value.

In this embodiment, timer positioning sensor 38 is disposed in the lowpressure chamber 29 side of the timer housing 27 for detecting theactual fuel injection timing controlled by the timer device 26. Thetimer sensor 38 operates in cooperation with the motion of the timerpiston 28. The sensor 38 detects a timer position TP which correspondsto the fuel injection timing, and outputs a signal corresponding to themagnitude of the detected value. The sensors 72 through 77, the enginespeed sensor 35, the pressure sensor 37 and the timer position sensor 38are connected to the ECU 71. The ECU 71 controls the electromagneticspill valve 23, TCV 33, grow plugs 46, EVRV 58 and VSV's 64 and 65,based on the signals from the sensors 35, 37, 72 through 77, and 79,respectively.

The operations of the fuel injection control carried by the ECU 71 willnow be described referring to FIGS. 37 through 40.

FIG. 37 is a flowchart showing the operations of fuel systemenvironmental constant operational routine carried out by the ECU 71 forcomputing a fuel system environmental constant ρ which reflects theenvironmental condition in the fuel system between the pump 1 and thenozzles 4.

First, at step 1910, the ECU 71 reads the engine speed NE, timerposition TP and rotational reference position Gn, based on the signalsfrom the engine speed sensor 35, timer position sensor 38 and crankangle sensor 76, respectively (step 1910).

The ECU 71, next at step 1920, determines whether or not the plunger 12is a the compression stroke corresponding to a time just before theinitiation of fuel injection, i.e. the ECU 71 determines whether or notthe nozzles 4 is just to be opened. This determination is made based onthe engine speed NE, timer position TP and rotational reference positionGn which are read by the ECU at this time. When the plunger 12 howeveris not in the compression stroke which corresponds to the timing justbefore the initiation of the fuel injection, the ECU 71 terminates thisroutine. When the plunger 12 is in a compression stroke corresponding toa time just before the initiation of the fuel injection, the ECU 71moves to step 1930.

The ECU 71, at step 1930, reads the fuel pressure Pi based on the signalfrom the pressure sensor 37. Next at step 1940, the ECU 71 computes thefirst derivative value (dPi/dti) of the fuel pressure Pi as the rate ofchange rate of the fuel pressure, based on the fuel pressure read thistime. In this emobodiment, a plurality of first derivative values(dPi/dti) within the predetermined crank angle region in the compressionstroke which corresponds to the timing just before the initiation offuel injection. These first derivative values are used to compensate forthe deformation of fuel injection pump parts due to long periods of useand changing characteristics of fuel in the fuel system between the pump1 and the nozzles 4.

At step 1950, the ECU 71 computes a average fuel pressure change rateδPA, based on the computed plurality of the first derivative values(dPi/dti). In effect this computation averages the various fuel pressurechange rates within a predetermined crank shaft angle to the timing justprior to the initiation of the fuel injection.

The ECU 71, then at step 1960, computes the changed value of volume ΔVin the fuel system unit time, according to the lift of the plunger 12.This volume change value ΔV is computed according to the engine speedNE, timer position and crankshaft angle. The ECU 71 next at step 1970computes the volume V0 which is the volume of fuel before being changedby ΔV, in other words, the fuel volume for the previous unit time.

The ECU 71, at step 1980, computes the fuel system environmentalconstant ρ for this time, based on the average fuel pressure change rateΔPA, volume change value ΔV and volume V0 (step 1980). The fuel systemenvironmental constant ρ is computed using the following equation.

    ρ=ΔPA* (V0+ΔV)/V0.

The ECU 71 stores the fuel system environmental constant ρ in the RAM 83at step 1990 and terminates this routine.

The operations of the fuel system environmental constant ρ will bedescribed referring to the timing chart shown in FIG. 38. In the timingchart, the operations of fuel pressure P and its first derivative value(dP/dt) are indicated when a single fuel injection cycle is carried out.

When a single fuel injection is to be initiated, as the plunger 12 ofthe pump 1 is to be lifted at the timing t1, the fuel pressure P isgradually increasing as shown in FIG. 38 (a). At the same time, thefirst derivative value (dP/dt) of the fuel pressure P changes, that isindicated in FIG. 38 (b). The ECU 71 determines the fuel pressure duringthe increasing stage at a time just before the compression stroke willbe carried out. The timing t2 occurs when the fuel pressure P in theincrease stage is greatly changed i.e. at the turning point A, is andconsidered as the fuel injection initiating time ts, nozzles 4 open.Further, the fuel pressure P at the timing t2 is set as the fuelinjection initiating pressure Ps.

The ECU 71 computes the average rising slope of fuel pressure P at atime just before fuel injection initiating time ts. This slope is ineffect the first derivative value (dP/dt) between the timing t1 and t2as the average fuel pressure change rate ΔPA. The ECU 71 computes thefuel system environmental constant ρ, based on the average fuel pressurechange rate ΔPA. When the average fuel pressure change rate ΔPA in thefuel system between the pump 1 and the nozzles 4 is large, the fuelsystem environmental constant ρ becomes large. On the other hand, whenthe average fuel pressure change rate ΔPA is small, the fuel systemenvironmental constant ρ becomes small. The average fuel pressure changerate ΔPA and environmental constant ρ is computed as the actual measuredvalue which reflects the characteristic of fuel and the deformation dueto the long period usage at certain time. ρ is computed as the actualmeasured value which reflects the characteristic of fuel and thedeformation due to the long period usage at a certain time.

To further explains the utilization of environmental constant ρ, FIG. 39produces a flowchart showing the operations of the fuel injection amountcontrol routine according to this embodiment.

The ECU 71 first at step 2010 reads the engine speed NE, superchargedpressure PiM, coolant temperature THW and accelerate opening angle ACCP,based on the signals from the engine sensor 35, accelerate sensor 73,suction air pressure sensor 74 and coolant temperature sensor 75,respectively).

At step 2010, the ECU 71 computes the reference fuel injection amount Qbaccording to the current origin running condition, based on the enginespeed NE and the accelerate opening angle ACCP. Next at step 2030, theECU 71 computes the compensated fuel injection amount Q1 by offsettingthe reference fuel injection amount Qb based on the current coolanttemperature THW and the supercharged pressure PiM. In other words, theECU 71 determines what the current engine conditions are computes thecompensated fuel injection amount Q1 that is according to theoperational condition of the turbo charger 51 and various other engineconditions.

Then the ECU 71 reads the latest fuel system environmental constant ρwhich is stored in the RAM 83 at step 2040. The ECU 71 next computes afuel injection compensate amount α, based on the fuel systemenvironmental constant ρ at step 2050. The computation for the fuelinjection compensate amount α is carried out by reference to thepredetermined correlation between the fuel system environmental constantρ and the fuel injection compensate amount α. For example, when theenvironmental constant ρ is small, the large amount of fuel leaking fromthe fuel system would be assumed. With a large change in theenvironmental condition of the fuel system, a compensate value forincreasing the fuel injection amount is computed.

The ECU 71 next at step 2060 computes the final target fuel injectionamount Q, based on the compensated target amount fuel injection amountQ1 and the fuel injection compensate amount α. When the fuel injectioncompensate amount α corresponds to the compensated fuel injection amountQ1, the target fuel injection amount Q is computed by adding orsubtracting the fuel injection compensate amount α to the compensatedfuel injection amount Q1. On the other hand, when the fuel injectioncompensate amount α corresponds to the value of compensate coefficientof the fuel injection amount, the target fuel injection amount Q iscomputed by adding or subtracting the produced the fuel injectioncompensate amount α and the compensated fuel injection amount Q1.

The ECU 71 carries out the fuel injection, based on the target fuelinjection amount Q computed at step 2070 and terminates this routine. Inother words, the delivery of the pressurized fuel from the pump 1 to thenozzles 4 is controlled by controlling the electromagnetic spill valve23 based on the target fuel injection amount Q.

In addition to the above, in this embodiment, the following fuelinjection timing control will be carried out in which the environmentalconstant ρ is utilized. FIG. 40 is a flowchart illustrating theoperations this control routine.

The ECU 71, first at step 2010, reads the engine speed NE, timerposition TP, supercharged pressure PiM, coolant temperature THW andaccelerate opening angle ACCP, based on the signals from the enginesensor 35, timer position sensor 38, accelerate sensor 73, suction airpressure sensor 74 and coolant temperature sensor 75, respectively.

The ECU 71 next at step 2120 computes a reference fuel injectioninitiating time Tb which corresponds to the current engine runningcondition, based on the engine speed NE and the accelerator openingangle ACCP which were read this time. The ECU 71, at step 2130, computesthe compensated fuel injection initiating time T1 by adjusting thereference fuel injection initiating time Tb, based on the currently readcoolant temperature THW and the supercharged pressure PiM, etc. In otherwords, the ECU 71 determines whether or not the current engine conditionis in the cool stage, or it computes the compensated fuel injectioninitiating time T1 according to the operational condition of the turbocharger 51 and the various running conditions.

The ECU 71, at step 2140, reads the latest fuel system environmentalconstant ρ which is stored in the RAM 83. At step 2150, the ECU 71computes a fuel injection initiating timing compensate value β, based onthe fuel system environmental constant ρ determined for this time (step2150). The computation of this fuel injection initiating timingcompensate value β is carried out with reference to the predeterminedcorrelation map between the environmental constant ρ and the fuelinjection initiating timing compensate value β. When the environmentalconstant ρ is small, the fuel leak from the fuel system can beconsidered small as well. Therefore, as the ECU 71 determines that thechange of the environmental condition in the fuel system is large, thefuel injection initiating timing compensate value β is computed as acompensate value for advancing the fuel injection initiating time.

At step 2260, the ECU 71 computes a final target fuel injectioninitiating time compensate value T, based on the compensated fuelinjection initiating time T1 and the fuel injection initiating timingcompensate value β. When the fuel injection initiating timing compensatevalue β corresponds to the value which is utilized for the compensatetiming of the fuel injection initiating timing, the target fuelinjection initiating time T is computed by adding or subtracting thefuel injection initiating timing compensate value β from the compensatedfuel injection initiating time T1. When the fuel injection initiatingtiming compensate value β corresponds to the compensate coefficiency ofthe fuel injection initiating time T1, the target fuel injectioninitiating time T is computed by adding or subtracting the compensatedfuel injection initiating time T1 to or from the product between thefuel injection initiating timing compensate value β and the compensatedfuel injection initiating time T1.

Next at step 2170, the ECU 71 carries out the fuel injection, based onthe target fuel injection initiating time T and then terminates thisroutine. In other words, the ECU 71 controls the delivery timing ofpressurized fuel from the pump 1 to the nozzles 4 by adjusting the timerdevice 26 while the TCV 33 is controlled based on the target fuelinjection initiating time T. Through this adjustment of the fuel systemsenvironmental conditions, the ECU 71 controls the fuel injection timingthrough the nozzles 4.

Specifically, the fuel system's environmental constant ρ which reflectsfuel characteristic and the fuel system weak and due to the long periodsof use, is computed as an actual measured value. The compensated targetfuel injection amount Q and the target fuel injection initiating time Twhich are in turn derived values incorporating environmental constant ρ.The amount of fuel to be injected as well as fuel injection initiatingtime are carried out with the amount of pressurized fuel delivered fromthe pump 1 to the nozzles 4 being compensated by the change originatedin the environmental condition in the fuel system.

For example, given a chance in the fuel passage constants (i.e., passageresistance, thermal expansion rate, modulus of elasticity) or if fuel isleaked in the fuel system, or even if the fuel temperature is changed,the present embodiment adjusts the fuel amount and timing control usingenvironmental constant ρ. Fuel pressure P, generally speaking, betweenpump 1 and nozzles 4, is detected as generally increasing just beforethe nozzles 4 are to be opened (i.e., just before the fuel injectioninitiating). The average fuel pressure change rate ΔPA is then computed,based on fuel pressure P as is environmental constant ρ which is basedon the average fuel pressure change rate ΔPA.

Therefore, for every fuel injection cycle, the fuel system environmentalconstant ρ is computed to reflect the characteristics of the fuel andthe deformation or change in fuel system parts caused by the longperiods of use based on the actual detected amount of fuel pressure innthe fuel system. In other words, the environmental constant ρ reflectsand precisely adjusts to any variance in fuel system passage constantse.g. from fuel system the fuel leaks in the fuel system or the changesof fuel temperature.

The advantage of using environmental constant ρ is that it can becorrelated with various parameters to most accurately reflect theoverall condition of the system. Whereas a particular location in thesystem, may or may not accurately represent the temperature of entirefuel system, environmental constant ρ can be computed as a correlationvalue with respect to the various conditions, to give an overallaccurate temperature reading for the system. Alternatively, ρ can bealways and efficiently computed based on the single parameter, i.e., thefuel pressure P.

As a result, the environmental conditions in the fuel system can be moreaccurately determined through the environmental constant ρ which allowsthe overall conditions of the entire fuel system to be computed.Therefore, the more accurate fuel injection compensate value α and thefuel injection initiating timing compensate value β can be computedaccording to the above-described determination. Further, the moreaccurate target fuel injection amount Q and the target fuel injectioninitiating time T can be computed, based on the compensate values α, β,respectively.

TENTH EMBODIMENT

The tenth embodiment of the present invention will now be describedreferring to FIGS. 41 through 44. Components included herein which aresimilar to those described in the first through fifth embodiments willnot be further described here. Only those differences differing fromthose in the sixth embodiment will be emphasized and described.

The operations of the fuel injection control which is carried out by theECU 71 will now be described referring to FIGS. 41 through 44. In thisembodiment, the operations of the sub-routine, which are similar tothose of will be omitted.

FIGS. 41 and 42 are flowcharts showing the operations of Pe operationalroutine for computing the fuel injection terminating pressure Pe carriedout for every fuel injection cycle.

When the ECU 71 is to initiate this routine, the ECU 71 at strep 2210first reads the fuel pressure Pi and its first derivative value(dPi/dti), corresponding to timing interval ti stored in the RAM 83. TheECU 71 next reads fuel pressure p(i-1) which corresponds to timingt(i-1) which is the timing interval just prior to time before timing ti.

The ECU 71 next determines at step 2220 whether or not the fuel pressurePi corresponding to timing ti is larger than the fuel pressure P(i-1)corresponding to timing t(t-1). When the fuel pressure Pi is not largerthan the fuel pressure t(i-1), the ECU 71 determined the fuel pressure Pis not currently in under going an increase, and repeats the operationsof steps 2210 and 2220. In step 2220, when the fuel pressure P is largerthan the fuel pressure P(i-1), the ECU 71 determines the fuel pressure Pis currently in undergoing an increase and moves to step 2230.

At step 22330, the ECU 71 determines whether or not the predeterminedreference time T1 has elapsed since the first derivative value (dPi/dti)exceeded the threshold value di. If these conditions exist, ECUdetermines that fuel injection should be initiated and moves to step2240. When the first derivative value (dPi/dti) falls to threshold valued1, before reference time T1 elapses.

Next at step 2240, the ECU 71 reads the first derivative value (dPi/dti)and the second derivative value (d² Pi/dti²) of the fuel pressure Picorresponding to the timing interval ti which are stored in the RAM 83.

The ECU 71 determines at step 2250 whether or not the second derivativevalue (d² Pi/dti²) read in this time is smaller than the reference valueα. When the second derivative value (d² Pi/dti²) is not smaller than thereference value α, the ECU 71 determines the rate of change in the fuelpressure Pi has not significantly dropped and repeats the operations ofsteps 2240 and 2250. On the other hand, at step 2250, when thederivative value (d² Pi/dti²) is smaller than the reference value α, theECU 71 determines the change rate of the fuel pressure Pi hassignificantly dropped during the overall increasing pattern of fuelpressure P and moves to step 2260.

At step 2260, the ECU 71 determined whether or not the reference time T2has elapsed since the first derivative value (dPi/dti) dropped below thepredetermined threshold value d2. If T2 since the occurrence of thisvalue, the ECU 71 determines the first derivative value (dPi/dti) hasnot changed and repeats the operations of steps 2240 through 2260. Instep 2260, if reference time T2 has elapsed since the first derivativevalue (dPi/dti) dropped below the predetermined threshold value d2, theECU 71 determines the change is due to the initiation of the fuelinjection and moves to step 2270.

The ECU 71, at step 2270, refers to the operational data stored in theRAM 83 while determining timing interval ti. At the timing interval ti,when the first derivative value (dPi/dti) of the pressure P became "0",there is the change in rate of the fuel pressure P change and the ECU 71sets this timing ti as the fuel injection initiating time ts. At step2280, the ECU 71 sets the fuel pressure Pi at time ts as the fuelinjection initiating pressure Ps which correspond to the opening valvepressure for the nozzles 4 at the opening valve time.

At step 2290, the ECU 71 reads the fuel pressure Pi which corresponds totiming interval ti stored in the RAM 83, then at each timing intervalbefore time ti reads the fuel pressure P(i-1) which corresponds totiming t(i-1).

The ECU 71, next step 2300, determines whether or not the fuel pressurePi read this time is smaller than the fuel injection initiating pressurePs computed in step 2280. When the fuel pressure Pi is larger than thefuel injection initiating pressure Ps, the ECU 71 repeats the operationsof steps 2290 and 2300. When the fuel pressure Pi is smaller than thefuel injection initiating pressure Ps, the ECU 71 moves to step 2310.

At step 2310, the ECU 71 next step 2300 determines whether or not thefuel pressure P1 corresponding to timing ti is smaller than fuelpressure P(i-1) corresponding to timing t(i-1). When the fuel pressurePi is larger than the fuel pressure P(i-1), the ECU 71 determines thefuel pressure P is not currently undergoing trend and repeats theoperations of steps 2290 through 2310. When the fuel pressure Pi issmaller than the fuel pressure P(i-1) at t(i-1), the ECU 71 determinesthat the fuel pressure P is undergoing a decreasing trend within theregion below the fuel injection initiating pressure Ps, and that thecurrent conditions are within a fuel injection terminating period. TheECU 71 next moves to step 2320.

At step 2320, the ECU 71 reads an elapse time value of Toff due to thecondition of electromagnetic spill valve 23 being off (having a closedvalve) prior to the fuel injection stroke for this cycle. At step 2330,ECU 71 determines whether or not the elapse time Toff has reached thereference time T3. When the elapse time Toff does not correspond toreference time T3, the ECU 71 terminates this routine. When the elapsetime Toff did not reach the reference time T3, the ECU 71 now determinesthat the fuel injection terminating time termination should be carriedout, and moves to step 2340.

The ECU 71, next at step 2340, reads the first derivative value(dPi/dti) of the fuel pressure Pi stored in the RAM 83, whichcorresponds to timing interval ti. The ECU 71 at timing 2350 determineswhether or not the read first derivative value (dPi/dti) at this time issmaller than the threshold value d3. When the first derivative value(dPi/dti) is not smaller than the threshold value d3, the ECU 71determines the change rate of the fuel pressure is not small enough,i.e., that the fuel pressure P is not undergoing on overall increase,and repeats the operations of steps 2340 and 2350. When the firstderivative value (dPi/dti) is smaller than the threshold value d3, theECU 71 determines the fuel pressure P is undergoing an overall increaseand moves to step 2360.

The ECU 71, at step 2360, reads the first derivative value (dPi/dti) ofthe fuel pressure Pi stored in the RAM 83 corresponding to time ti. TheECU 71, next at step 2370, determines whether or not the firstderivative value (dPi/dti) is larger than the threshold value d4. Whenthe first derivative value (dPi/dti) is smaller in magnitude than thethreshold value d4, the ECU 71 determines the rate of change in fuelpressure P has not changed from an overall decreasing trend to anincreasing trend, and repeats the operations of steps 2360 and 2370.When the magnitude of the first derivative value (dPi/dti) is largerthan the threshold value d4 at step 2370, the ECU 71 determines the fuelpressure P has changed once from a generally decreasing stage to agenerally increasing stage, and moves to step 2380.

The ECU 71 sets the time ti when the first derivative value (dPi/dti)became larger than the threshold value d4 at step 2370 as fuel injectionterminating time for the nozzles 4. At step 2380, the ECU 71 sets thetime ti as fuel injection terminating time te. The ECU 71 determines thefuel pressure Pi at time t(te-TP) which is a time prior to the fuelinjection termination time by an value equal compensate delay time TP.The value of pressure Pi is then set as the compensate time TP from thefuel injection terminating time as the fuel injection terminatingpressure Pe which corresponds to the closing valve pressure at thenozzles 4. The fuel pressure P at the actual fuel injection terminatingtime te appears from its waveform to be slightly delay from time t3which is a time when the rate of changing pressure drops below the d4level. This delay is due to the variations in characteristic of fuel andthe length of the fuel passages in the fuel system. In this embodiment,the optimal compensate delay time TP can be set within the rage of timebetween 20 and 100 microseconds.

The ECU 71 terminates this routine after the operation of step 2380 wascarried out. Then, the ECU 71 waits the next fuel injection cycle, andwill start carrying out the operations from step 2210.

Therefore, according to the above-described Pe operational routine, thefuel injection initiating time ts, fuel injection initiating pressurePs, fuel injection terminating time te and its fuel injectionterminating pressure Pe, are computed and stored in RAM for every cycleof fuel injection cycle carried out.

The operations of the fuel injection initiating time ts, fuel injectioninitiating pressure Ps, fuel injection terminating time te, fuelinjection terminating pressure Pe, fuel pressure P and its firstderivative value (dPi/dti) will now be described according to the timingchart of FIG. 43.

As plunger 12 moves forward, the fuel pressure undergoes a generallyincrease at time t1, as shown in FIG. 43 (a). FIG. 43 (b) shows thechange of the first derivative value (dP/dt) of the fuel pressure P.When the reference time T1 elapses and the first derivative value(dP/dt) has exceeded the threshold value d1, just the ECU 71 determinesthe current condition of the fuel pressure is undergoing an overallincrease in preparation for the beginning of actual fuel injection.

When the fuel pressure in the increase stage changes greatly at timingt2, its first derivative value (dP/dt) drops as well. When referencetime T1 elapses following occurrence of the first derivative value(dP/dt) dropping below the threshold value d2, the ECU 71 determines therate of change in fuel pressure P has definitely dropped due to theinitiation of fuel injection. Further, the ECU 71 computes timing valuet2 at a time when the first derivative value (dPi/dti) becomes "0". Thetiming t2 is then set as fuel injection initiating time ts. Further, thefuel pressure P at timing t2 is set as the fuel injection initiatingpressure Ps which corresponds to the opening valve pressure. In otherwords, as shown in FIG. 43(a), the fuel injection initiating time ts andinitiating pressure Ps correspond to the turning point A where theincrease rate of the fuel pressure P undergoes a momentary change frompositive to negative.

When the fuel injection continues after time t2, the fuel pressure P andits first derivative value (dPi/dti) will change as shown in graphsshown in FIGS. 43(a) and (b). In the region below the fuel injectioninitiating pressure Ps where the fuel pressure P undergoes a decreasingtrend, the first derivative value (dPi/dti) of the fuel pressure P attiming t3 greatly drops below the threshold value d3. Following this,the ECU 71 determines the rate of change in fuel pressure P returns toan overall increasing trend. At time t4, the first derivative value(dPi/dti) of the fuel pressure P starts rising greatly and exceeds thethreshold value d4. The ECU 71 then sets the timing t4 as the fuelinjection terminating time te for the nozzles 4. The fuel pressure P attime t3 is set as the fuel injection terminating pressure Pe whichcorresponds to the closing value pressure. In other words, the ECU 71recognizes the fuel injection terminating time te at the time of theturning point B where the decrease of the fuel pressure P and its fuelinjection terminating pressure Pe are computed as shown in FIG. 43(a).The period of time between the fuel injection initiating time ts andfuel injection terminating time te is set for the fuel injection.

In this embodiment, the fuel injection terminating pressure Pe computedthrough the above-described manner is utilized for carrying out the fuelinjection amount control. FIG. 44 is a flowchart showing the operationsof fuel injection amount control routine which is carried out by the ECU71.

The ECU 71, first at step 2410, reads the engine speed NE, fueltemperature THF, accelerate opening angle ACCP, supercharged pressurePiM and coolant temperature THW, based on the signals from the enginespeed sensor 35, fuel temperature sensor 37, accelerate opening anglesensor 73, suction air temperature sensor 74 and coolant temperaturesensor 75, respectively.

The ECU 71 computes a reference fuel injection amount Qb at step 2420,according to the current engine conditions, based on the engine speed NEand accelerator opening angle ACCP (step 2420). At step 2430, the ECU 71computes a compensated fuel injection amount Q1 by compensating thereference fuel injection amount Qb, computed this time, with the coolanttemperature THW and supercharged pressure PiM for this cycle. In otherwords, the ECU 71 computes the compensated fuel injection amount Q1corresponding to the running condition such as the operational conditionof the turbocharger 51.

The ECU 71 at step 2440 computes the remaining fuel amount in the fuelsystem between the pump 1 and the nozzles 4 when nozzles 4 close. Thisvalue becomes a new reference fuel remaining value Qres, based on thefuel temperature THF read at this time and the compensated fuelinjection amount Q1 computed this time.

At step 2450, the ECU 71 reads the latest fuel injection terminatingpressure Pe which is stored in the RAM 83. The ECU 71 next at step 2460computes the actual remaining fuel amount Qre which remains in the fuelsystem between the pump 1 and the nozzles 4. This computation is basedon the latest observed fuel injection terminating pressure Pe. Thecomputation for the remaining fuel amount Qre is carried out through thefollowing equation.

    Qre=Vi * ε* Pe.

In the above-described equation, the actual remaining fuel amount Qre iscomputed, based on the actual fuel injection terminating pressure Pe.

The ECU 71 computes the difference between the reference remaining fuelamount Qres computed this time and the actual remaining fuel amount Qre,and sets the operational result as a remaining fuel amount deviationΔQre at step 2470.

The ECU 71 then computes a final target fuel injection amount Q, basedon the compensated fuel injection amount Q1 and the remaining fuelamount deviation ΔQre at step 2480. In other words, the ECU 71 computesthe target fuel injection amount Q by further compensating thecompensated fuel injection amount Q1 by the remaining fuel amountdeviation ΔQre. At step 2490, the ECU 71 carries out the fuel injection,based on the target fuel injection amount Q computed this time, andterminates this routine. In effect, the ECU 71 controls theelectromagnetic spill valve 23, based on the target fuel amount Q.

According to the fuel injection controller of this embodiment, thedeviation value of the remaining fuel amount Qre in the fuel systembetween the pump 1 and the nozzles 4 is offsets target fuel injectionamount Q in order to carry out the fuel injection amount control.

When the single fuel injection cycle is to be carried out, the fuelinjection terminating pressure Pe is detected. The actual remaining fuelamount Qre in the fuel system between the pump 1 and the nozzles 4 iscomputed, based on the detected fuel injection terminating pressure Pe.The difference between the actual remaining fuel amount Qre and thereference remaining fuel amount deviation Qres at the nozzles 4 closingtime is set as the fuel remaining amount deviation ΔQre. Next the targetfuel injection amount Q is computed by disputing the compensated fuelinjection amount Q1 by the remaining fuel amount deviation ΔQre. ΔQre inturn corresponds to the changes in Pe.

The remaining fuel amount Qre corresponds to the fuel amount whichactually remains in the fuel system when the nozzles 4 are closed. Theremaining fuel amount Qre has a greater correlation to the closing valvepressure more than with the opening valve pressure of the nozzles 4. Achange in amount Qre thus reflects a change in the fuel injectionterminating pressure Pe which in turn corresponds to closing valvepressure.

Therefore, the accurate remaining fuel amount Qre can be computed fromthe fuel injection terminating pressure Pe allowing a more accurateremaining fuel amount deviation ΔQre to likewise be computed. Theinfluence of the remaining fuel amount Qre is effectively removed fromthe target fuel amount Q following every fuel injection cycle. As aresult, when the fuel injection amount control to be initiated, the fuelinjection amount can be accurately adjusted based on the remaining fuelamount deviation ΔQre regardless of engine conditions. In the directinjection type diesel engine which is operated under the increasedinjection rate of the fuel injection nozzles, a more accurate remainingfuel amount deviation ΔQre can be computed from the fuel injectionterminating pressure Pe. Therefore, the fuel injection amount controlcan be accurately carried out. In other words, regardless of the enginespeed or of the fuel injection system type, the change in the remainingfuel amount Qre in the fuel system can be accurately computed.

ELEVENTH EMBODIMENT

The eleventh embodiment of the present invention will now be describedreferring to FIGS. 45 through 49. Components included herein which aresimilar to those described in the first through fifth embodiment willnot be further described here. Only those differences differing fromthose in the fourth embodiment will be emphasized and described herein.

FIG. 45 is a schematic view of the fuel injection control systemaccording to this embodiment. As shown in FIG. 45, in this embodiment, afuel cut-off valve 39 formed with the electromagnetic valve is disposedin the pump housing 13 for opening or closing the suction port 19. Thesuction port 19 is selectively closed by closing the fuel cut-off valve39 thereby preventing fuel from entering the high pressure chamber 15from the fuel chamber 21. The valve 39 is normally opened when theplunger is moving rearward, and closed when it is moving forward. Thus,the valve 39 may be normally closed for cutting off the delivery of thefuel from the pump 1 as needed, i.e. during the fuel cut-off.

Another aspect of the present embodiment is that a warning lamp 67 isprovided for an indication to the driver of an irregular condition inthe pump 1. The lamp 67 is activated, based on a diagnosis which will bedescribed afterward.

The electromagnetic spill valve 23, TCV 33, fuel cut-off valve 36, glowplugs 46, EVRV 58, VSV 64, 65, and warning lamp 67 are electronicallyconnected with the ECU 71 for the control of the driving timing of thosecomponents 23, 33, 36, 46, 58, 64, 65 and 66, respectively.

The operations of the fuel injection amount control carried out by theECU 71, and the diagnosis procedure for the pump 1 will now be describedreferring to FIGS. 46 through 49.

FIG. 46 is a flowchart of the fuel injection amount control routinecarried out by the ECU 71 at predetermined intervals.

The ECU 71, first at step 2510, reads the engine speed NE, superchargedpressure PiM, coolant temperature THW, and accelerator opening angleACCP, based on the signals from the engine speed sensor 35, acceleratesensor 73, suction air pressure sensor 74 and coolant temperature sensor75. The ECU 71, next at step 2520, computes a reference fuel injectionamount Qb based on the current engine running condition, engine speed NEand the accelerator opening angle ACCP. At step 2520, the ECU 71computes the target fuel injection amount Q by compensating thereference fuel injection amount Qb, by the coolant temperature THW andthe supercharged pressure PiM, and then by adjusting amount Qb for thevarious engine conditions, such as the condition of turbocharger 51.Through this operation, the ECU 71 computes the target fuel injectionamount Q at step 2540, and carries out the fuel injection.

In effect, the ECU 71 controls the delivery of the pressurized fuel fromthe pump 1 to the nozzles 4 by controlling the electromagnetic spillvalve 23 according to the target fuel injection amount Q. After thevalve 23 is activated, i.e. closed, and before the compression stroke ofplunger 12, the ECU 71 computes the time for opening the valve 23 at thetermination of the fuel injection cycle as the target fuel injectionterminating time tes. The target time tes is set by converting the fuelinjection amount Q into a time value. The ECU 71 then opens the valve23, based on the target fuel injection terminating time tes. As aresult, the ECU 71 terminates the delivery of the pressurized fuel fromthe pump 1 to the nozzles 4 for the single fuel injection cycle. Afterthe ECU 71 completes the operation of step 2540, the routine isterminated.

The diagnosis procedure for the pump 1 will now be described accordingto the sub-routine described in FIG. 14, and the operations of the Properational routines described in FIGS. 41 and 42.

Therefore, according to the operations of the above-describedsub-routine, the fuel pressure Pi, the first derivative value (dPi/dti)and the second derivative value (d² Pi/dti²) which correspond to eachtiming interval ti are sequentially stored in the RAM 83 every time afuel injection cycle is carried out. According to the operations of thePe operational routine, the fuel injection initiating time ts, its fuelinjection initiating pressure Ps, the fuel injection terminating timete, and its fuel injection terminating pressure Pe are also computed,and stored in the RAM 83 every time a single fuel injection cycle iscarried out. In this embodiment, special treatment is given to the fuelinjection terminating time te.

The diagnosis for the pump 1 where the fuel injection terminating timete computed in the above is utilized will now be described, according tothe routine of FIG. 47.

The ECU 71 first reads at step 2600 the engine speed NE and theaccelerate opening angle ACCP which are detected by the sensore 35 and73, step 2600. At step 2610, the ECU 71 determines whether or not everycondition is satisfied to carry out the diagnosis routine for thepump 1. This diagnosis will be carried out, based on the engine speed NEand the accelerator opening angle ACCP. In other words, the routine willbe carried out when the determination whether or not the engine speed NEis in the idling condition where the change is very nominal, or whetherevery condition for the normal running is satisfied is detected. Whenthe conditions for carrying out the diagnosis routine are not satisfied,the routine is not carried, and the ECU 71 terminates the routine. Onthe other hands, when the conditions for carrying out the diagnosisroutine are satisfied, the ECU 71 moves to step 2620 to carry out thediagnositic routine.

At step 2620, the ECU 71 reads the target fuel injection terminatingtime tes which was set through the operations of the fuel injectionamount control routine in the previous cycle for opening the valve 23.The ECU 71, next at step 2630, reads the latest fuel injectionterminating time te, which was computed in the previous cycle, from thedetected data on fuel pressure P.

Then at step 2640, the ECU 71 computes the region for delay time Tdcorresponding to the engine speed NE, and sets Td to compensate for thedelay of the fuel injection terminating time te as shown in FIG. 48.

At step 2650, the ECU 71 computes the difference between the fuelinjection terminating time te and the target fuel injection terminatingtime tes, and sets the result as the fuel injection terminating timedeviation ΔT. In other words, the ECU 71 computes the terminating timedeviation ΔT as a difference between the fuel injection terminating timete and the target fuel injection terminating time tes. The ECU 71 thencompares, at step 2660, the region of the delay time Td with the fuelinjection terminating time deviation ΔT. When the fuel injectionterminating time deviation ΔT is small enough to be included in therange of the normal condition region in the map of FIG. 48, then the ECU71 determines that pump 1 is in the normal running condition, andterminates this routine.

If the fuel injection terminating time deviation ΔT is extremely small,such that it is included in the range of the extremely small regionillustrated in the graph of FIG. 48, the ECU 71 determines that thespill valve 23 is malfunctioning. Therefore, the ECU 71 determines thatthe runing condition of the pump 1 is sightly irregular, and moves tothe next step. At step 2670, the ECU 71 then actuates the warning lamp67 and carries out a reduction of the fuel injection amount at step2680. In other words, the ECU 71 carries out a control routine whichuniformly reduces the fuel injection amount according to the target fuelinjection amount Q, resulting in an advancement of the fuel injectionterminating time tes. Follwong the operation of step 2680, the ECU 71terminates this routine.

In step 2660, when the fuel injection terminating time deviation ΔT isextremely large, i.e. larger than predetermined delay time Td, the ECU71 determines the electromagnetic spill valve 23 is out of order.Following this at step 2690, the ECU 71 activates the warning lamp 66and then, at step 2700, closes the fuel cut-off valve 36 to prevent thepressurized fuel from the pump 1 from being delivered to the nozzles 4.After step 2700, the ECU 71 terminates this routine.

Therefore, according to the above-described diagnosis routine, the ECU71 determines whether or not the electromagnetic valve 23 is out oforder every time a single fuel injection cycle is carried out. When thevalve 23 is out of order, the ECU 71 determines that the pump 1 is outof order and actuates the warning lamp 67.

According to the diagnostic function of this embodiment, when a fuelinjection cycle is to be carried out, the target fuel injectionterminating time tes is set according to the target fuel injectionamount Q. The spill valve 23 changes its condition from being ON (i.e.,closing valve) to being OFF (i.e., opening valve) at the fuel injectionterminating time tes. Accordingly, the termination of the pressurizedfuel delivery from the pump 1 to the nozzles 4 and thereby to the dieselengine 3 is controlled. In accordance with the pressure P detected bypressure sensor 47, the ECU 71 determines the actual fuel injectionterminating time te for the pump 1. In other words, the actual fuelinjection terminating time te corresponding to the actual opening valvetime of the valve 23 is computed, based on the change in the wave formsof the fuel pressure P. The difference between the times tes and te iscomputed as the fuel injection terminating time deviation ΔT.

Therefore, when the electromagnetic spill valve 23 does not move asexpected due to some causes, the fuel injection terminating time te isradically adjusted. As a result, the irregular conditions originated inthe mechanical and electrical malfunctions of the valve 23 can bediagnosed. That is, when the valve 23 becomes non-operational due tomalfunctions in the electrical or mechanical systems, such as adisconnection of the valve 23, or a malfunction of the drive circuit 97,the irregular conditions can be reliably diagnosed. In addition, whenthe member 25 of the valve 23 is hindered in its operation due to thevariations in fuel characteristics, or due to the introduction offoreign matters engagement in the fuel, those irregular conditions canbe reliably diagnosed.

According to the result of the diagnosis, the fail-safe measurecorresponding to the magnitude of the irregular condition is dependablyperformed. That is, the driver can recognize the occurrence of theirregular condition by the warning lamp being actuated. When theirregular condition is indicated by the light, the control for reducingthe fuel injection amount is carried out as the fail-safe measure.Through this fail-safe measure, the driver can drive the vehicle to thenear-by safe place or the repaire shop while the engine 3 is running inthe low speed. When the irregular condition is serious, the fuel is cutoff and the engine 3 is prevented from further operating.

In as much as the actual fuel injection terminating time te is computedby the ECU 71 in a manner similar to that described above, itsdescription here is omitted.

Although only eleven embodiments of the present invention have beendescribed herein, it should be apparent to those skilled in the art thatthe present invention may be embodied in many other specific formswithout departing from the spirit or scope of the invention.Particularly, it should be understood that following modes are embodied.

In the first and second embodiments, the fuel injection amount Qi atevery timing was computed though the following equation, based on thelift coefficiency KLi and the fuel pressure Pi at timing ti. ##EQU7##

The computation of the fuel injection amount at timing ti is not limitedthe given equation.

In the above-described embodiments, the fuel injection initiating timedetection device is embodied in the electronic control diesel enginemounted in the vehicle. The fuel injection initiating time detectiondevice can be embodied in a high pressure gasoline injection type engineas well.

In the fourth embodiment, the remaining fuel change value Qre wascomputed through the following equation.

    Qre=Vi*ε*(Pns-Pnr)=Vi*ε*ΔPn.

The remaining fuel change value Qre can be computed referencing thepredetermined correlation of the fuel change value Qre to the openingvalve pressure deviation ΔPn.

In the fifth embodiment, the fuel change value Qre was computed throughthe following equation.

    Qre=Vi(ε*ΔPn-εc*ΔPc).

The compensate value of the fuel amount Qre is computed first, using theopening valve pressure deviation ΔPn with respect to the remaining fuelpressure deviation ΔPc.

In the sixth embodiment, the remaining fuel amount Qre was compensatedthrough the following equation.

    Qre=Vi*(εts*Pns-εtr*Pnr).

The remaining fuel amount Qre can be computed through the followingequation as well.

    Qre=Kε*(ΔPn+β*ΔPn-βPns).

In this equation, the Kε is a constant corresponding to the volume ofthe fuel. The β is coefficient which is computed with reference to thegraph in FIG. 30, based on the fuel temperature THF. The βPns is acompensated reference opening valve pressure which is computed withreference to the graph in FIG. 32. On the other hand, the remaining fuelamount Qre can be computed through the following equation.

    Qre=Kε*Ct.

In this equation, Ct is a coefficient computed with reference to thegraph in FIG. 32, based on the fuel temperature THF.

Except for the nineth embodiment, the pressure sensor 47 are disposed ineach injection nozzles 4. The pressure sensor can be disposed midwayalong the fuel passage which connects to the nozzle 4. The fuel sensorcan also be disposed in the high pressure chamber 15.

In the fourth through sixth embodiments, the compensated target fuelinjection amount Q is computed by subtracting the target fuel injectionamount Q1 from the remaining fuel amount change value Qre in the fuelsystem. The compensated target fuel injection amount Q can also becomputed by adding the remaining fuel amount change value Qre to thetarget fuel injection amount Q1. When the opening valve pressure exceedsthe predetermined value, the actual fuel injection amount may bereduced. Therefore, the remaining fuel amount change value Qre may beadjusted by adding the target fuel injection amount Q1 to Qre.

Again in the fourth through sixth embodiments, when the runningcondition of the diesel engine 3 is not in the FB region, the targetfuel injection amount Q1, which is computed according to the runningcondition, is set as the compensated target fuel injection amount Q.However, when the running condition of the diesel engine 3 is not in theFB region, the target fuel injection amount Q1 is compensated based onthe prior value remaining fuel amount change value Qre. The compensatedtarget fuel injection amount Q1 is set as the compensated target fuelamount Q.

In the seventh embodiment, the remaining fuel amount change value Qrecan be computed through the following equation.

    Qre=Vi*ε*(Pns-Pnr)=Vi*ε*ΔPn.

The remaining fuel amount change value Qre is divided by the pump fuelinjection rate Ri. The quotient of the division is set as the targetfuel injection timing control value ΔT. The time compensated amount ΔTcan be computed with reference to the predetermined graph of the timecompensate amount ΔT and opening valve pressure deviation ΔPn, as shownin FIG. 35.

In the ninth embodiment, the fuel injection compensate amount α and thefuel injection initiating time compensate amount β are computed based onthe fuel system environmental coefficiency ρ which was compensatedaccording to the first derivative value (dPi/dti) of the fuel pressureP. The target fuel injection amount Q and the target fuel injectioninitiating timing T are adjusted by the compensated amounts α, β,respectively. However, the changed conditions in the fuel systemfollowing every fuel injection termination can be computed, based on thefuel system environmental coefficiency ρ which was computed according tothe first derivative value (dPi/dti) of the fuel pressure P, and thefuel injection initiating pressure Ps. The fuel injection amount or thefuel injection initiating timing can be adjusted, based on the remainingfuel injection change amount.

Further in the ninth embodiment, the fuel injection compensate amount αand the fuel injection initiating time compensate amount β werecomputed, based on the fuel system environmental coefficient ρ. Thecoefficient ρ, in turn, was computed according to the first derivativevalue (dPi/dti) of the fuel pressure P. The compensate amounts α, β canbe computed by taking the mean value of the cumulated operational dataof the last several cycles, in order to prevent the influence originatedin the compensate amounts α, β.

Further in the ninth embodiment, the first derivative value (dPi/dti),at a predetermined crank angle range just before the fuel injection wasto be initiated, was computed multiple times through the fuel systemenvironmental coefficiency routine. The average fuel injection pressurechange rate ΔPA is computed from the mean value of a plurality of thefirst derivative values (dPi/dti). However, the average fuel injectionpressure change rate ΔPA can be computed by taking the mean value ofsampling data from the fuel pressure P values of previous cycles at apressure point just before the fuel injection initiating. On the otherhand, the average fuel injection pressure change rate ΔPA can be setfrom prior calculated data.

In the tenth embodiment, the target fuel injection amount Q was computedby compensating the compensated fuel injection amount Q1, based on theremaining fuel amount deviation ΔQre. Therefore, the fuel injectionamount control was carried out, based on the this target fuel injectionamount Q. However, the target fuel injection initiating timing can beset by adjusting the fuel injection initiating timing, based on theremaining fuel injection amount deviation ΔQre. The fuel injectiontiming in addition to the fuel injection amount can be considered ascontrol values for the adjusted fuel injection.

Again, in the tenth embodiment, the fuel pressure Pi may be detected ata time prior to the fuel injection terminating time te by an amountequal to the compensate time TP. The fuel pressure Pi may be set as thefuel injection terminating pressure Pe which itself corresponds to theclosing valve pressure. However, the mean value of the pressure Pi,which is detected in the range between 20 and 100 microseconds prior tothe fuel injection terminating time te, can be set as the fuel injectionterminating pressure Pe.

Further in the tenth embodiment, the fuel injection initiating time tsand the fuel injection initiating pressure Ps were computed for derivingthe fuel injection terminating pressure Pe corresponding to the closingvalve pressure. The fuel injection terminating pressure can also becomputed by utilizing the predetermined fuel injection initiating timeand the fuel injection initiating pressure.

In the eleventh embodiment, the fuel injection initiating pressure Pswhich is utilized for computing the fuel injection terminating time tewas set according to the computed fuel injection initiating time te. Thereference value which is experimentally preset can be utilized as well.

In the eleventh embodiment, the reducing amount control and fuel cut-offof the fuel injection amount were carried out as the fail-safe measureaccording to the magnitude of the diagnosed irregular conditions.Regardless of the magnitude of the irregular conditions, the fuelcut-off operation can be carried out. The fuel injection amount can beset to a slightly smaller value, instead of the reducing the control forthe fuel injection corresponding to a target fuel injection amount Q.

Further in the eleventh embodiment, when the irregular condition of thepump 1 was diagnosed, the warning lamp 67 was actuated to notify thedriver of an irrregular condition. The result of the diagnosis can bestored in the RAM 83, in addition to the actuation of the warning lamp67. The history of the irregular conditions can be diagnosed afterwardby reading back the stored data in the RAM 83.

The present examples and embodiments are to be considered asillustrative and not restrictive and the invention is not to be limitedto the details giving herein, but may be modified within the scope ofthe appended claims.

What is claimed is:
 1. A fuel injection control apparatus for acombustion engine comprising:a nozzle for injecting pressurized fuelinto the engine when a fuel pressure value is in excess of apredetermined value; a pump for supplying the fuel to the nozzle; meansfor detecting the fuel pressure value in a fuel passage between the pumpand the nozzle; means for computing a rate of increase or decrease inthe fuel pressure based on the detected pressure value; means fordetermining the fuel injection timing value based on a computed rate ofzero, wherein said determining is delayed until a predetermined time haselapsed after the computed rate is changed from a positive value to anegative value.
 2. The apparatus as set forth in claim 1, furthercomprising means for actuating the pump based on the fuel injectiontiming to adjust a selective one from a group consisting of fuelinjection amount and the fuel injection timing.
 3. The apparatus as setforth in claim 1, wherein said determining means determines the increaseof the fuel pressure when a first predetermined time has elapsed afterthe computed rate is in excess of a predetermined positive value, andwherein the determining means determines the fuel injection timing basedon the computed rate of zero when a second predetermined time haselapsed after the computed rate is changed from a positive value to anegative value.
 4. The apparatus as set forth in claim 1, wherein saiddetermining means determines the increase of the fuel pressure when afirst predetermined time has elapsed after the computed rate is inexcess of a predetermined positive value, wherein said determining meansdetermines a rapid decrease of the computed rate, and wherein the fuelinjection timing based on the computed rate of zero when a secondpredetermined time has elapsed since the computed rate is changed from apositive value to a negative value after the determining of the rapiddecrease of the rate.
 5. The apparatus as set forth in claim 1, whereinsaid computing means computes a first differentiated value and a seconddifferentiated value at a given time.
 6. The apparatus as set forth inclaim 1, wherein said combustion engine includes a diesel engine.
 7. Theapparatus as set forth in claim 1, wherein said pressure detecting meansincludes a pressure sensor disposed within a fuel passage communicatingto the nozzle.
 8. A method for controlling fuel injection for acombuston engine comprising the steps of:a) detecting a fuel pressurevalue in a fuel passage between a pump and a nozzle; b) computing a rateof change in fuel pressure based on the detected pressure value; c)determining a fuel injection timing value based on a value of zero insaid computed rate of change in the fuel pressure, wherein saiddetermining step is delayed until a predetermined time has elapsed afterthe computed rate of change in the fuel pressure is changed from apositive value to a negative value; and d) injecting fuel into thecombustion engine until the fuel pressure reaches a predeterminedacceptable value.
 9. The method according to claim 8, further comprisingthe step of:e) actuating the pump based on the fuel injection timing toadjust a fuel injection amount.
 10. The method according to claim 8,further comprising the step of:e) actuating the pump based on the fuelinjection timing to adjust a fuel injection timing.
 11. The methodaccording to claim 8, wherein said determining step includes the stepsof:(i) determining an increase of the fuel pressure when a firstpredetermined time has elapsed after the computed rate of change in thefuel pressure exceeds a predetermined positive value; and (ii)determining the fuel injection timing based on a value of zero in thecomputed rate of change in the fuel pressure when a second predeterminedtime has elapsed after the computed rate of change in fuel pressurechanges from a positive value to a negative value.
 12. The methodaccording to claim 8, wherein said determining step includes the stepsof:(i) determining an increase of the fuel pressure when a firstpredetermined time has elapsed after the computed rate of change in thefuel pressure exceeds a predetermined positive value; (ii) determining arapid decrease in the computed rate of change in the fuel pressure; and(iii) determing the fuel injection timing based on a value of zero inthe computed rate of change in the fuel pressure when a secondpredetermined time has elapsed since the computed rate changes from apositive value to a negative value after determining the rapid decreasein the computed rate of change in the fuel pressure.
 13. The methodaccording to claim 8, wherein said computing step includes computing afirst differentiated value and a second differentiated value at a giventime.
 14. The method according to claim 8, wherein said combustionengine includes a diesel engine.